Transport Study Report Cheadle Town Centre – Phase 2

COSTCDT6573 /Rep 002 FINAL April 2017

Document Control Sheet

Project Name: Cheadle Town Centre – Phase 2 Project Number: COSTCDT6573 Report Title: Transport Study Report Report Number: Rep 002

Issue Prepared Reviewed Approved Status/Amendment Name: Lewis McAuliffe Name: Chris Barker Name: Shaun Moore

Final Report Signature: Signature: Signature: incorporating SMDC changes to paragraphs 3.6 and 4.2

Date: 13/04/2017 Date: 18/04/2017 Date: 21/04/2017 Name: Lewis McAuliffe Name: Chris Barker Name: Shaun Moore

Signature: Signature: Signature: Revision A

Date: 12/04/2017 Date: 20/03/2017 Date: 21/03/2017 Name: Name: Name:

Signature: Signature: Signature:

Date: Date: Date: Name: Name: Name:

Signature: Signature: Signature:

Date: Date: Date:

Project Name Cheadle Town Centre – Phase 2 Document Title Transport Study Report

Executive Summary

To meet the objectively assessed needs for future housing, education and new employment land across the town of Cheadle, around 1,095 homes, a Primary School and approximately 7.59 hectares of additional employment land will need to be provided by 2031. This report aims to build on the 2015 “Cheadle Town Centre Transport Study” (Phase 1), and further assess the characteristics of the existing highway network across the town to identify the locations and routes that will be affected by the revised housing and employment land provision. Evaluation has been provided on what impacts the resultant traffic increase has had on journey times, queueing and delay within the town; and mitigation measures have been suggested, in order to remediate the adverse effects brought about by the increase in vehicular trips through the town centre.

In 2015, Amey was jointly commissioned by Staffordshire County Council (SCC) and Staffordshire Moorlands District Council (SMDC) to undertake a transport study to investigate the potential impact of additional vehicular trips on the highway network around Cheadle town centre. As identified in 2015 as part of the Local Plan, approximately 1,320 new homes and approximately 8.86 hectares of additional employment land was identified as needing to be provided by 2026 across Cheadle.

The “Cheadle Town Centre Transport Study” (Phase 1) identified and highlighted the negative impact caused by the new developments on the network, specifically with regard to the PM peak and on specific junctions and routes within the network. Numerous links were identified to be operating close to or at capacity during the without-development scenario. Of particular note were the A522 Tape Street and B5417 Queen Street links, where prolonged traffic queuing was modelled. Conditions on these links were further exacerbated in the post development scenario with greatly reduced spare capacity and reduced ability to successfully discharge flows

The Preferred Options Sites & Boundaries future housing & employment land allocations were reconsidered following the results of the “Cheadle Town Centre Transport Study” (Phase 1). Amey were subsequently reappointed Staffordshire Moorlands District Council to produce a second transport study, building from the previous, 2015 study, which for the purposes of this report shall be called the “Cheadle Town Centre Phase 2” study.

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Contents

1 Introduction ...... 1 1.1 Background ...... 1 1.2 Site Description ...... 3

2 Study Methodology ...... 4 2.1 Introduction ...... 4 2.2 Assessment periods, years of assessment & scenarios ...... 5 2.3 Cheadle Gyratory Network Flow Diagrams ...... 6 2.4 VISSIM network alterations (access / egress points) and Local Modelling ...... 6 2.5 Rebase of 2015 base vehicle demand to 2017 & 2031 ...... 8 2.6 Future Land allocation, Trip Generation & Distribution and Access / Egress ...... 10

3 Modelling ...... 18 3.1 Introduction ...... 18 3.2 2017 (Do – Nothing) VISSIM Base Model ...... 18 3.3 2031 Reference Case VISSIM Model ...... 24 3.4 2031 Reference Case Junctions 9 Local Models ...... 29 3.5 Other mitigations considered & assessed ...... 33 3.6 Mitigation to be appraised in the Do – something VISSIM modelling ...... 34 3.7 2031 Do – Something (Mitigation case) VISSIM Model ...... 35 3.8 Do – Something Mitigation Case & 2017 Base Comparison ...... 42 3.9 Do – Something Mitigation Case & Reference Case Vissim Comparison...... 46 3.10 Modelling Summary ...... 56

4 Additional Infrastructure Information ...... 57 4.1 A50 to Cheadle Link ...... 57 4.2 Professional view regarding Link Road ...... 58

5 Existing Public Transport, Cycling & Pedestrian Provision ...... 61 5.2 Bus Services operating by proposed developments ...... 64

6 Conclusions ...... 86 6.1 Summary ...... 86 6.2 2031 Mitigation Case ...... 86 6.3 Conclusion ...... 87

Appendix A.1 2017 Background Traffic Network Flow Diagram A

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Appendix A.2 Committed Development Network Flow Diagram B Appendix A.3 2031 Background Traffic Network Flow Diagram C Appendix A.4 2031 Background Traffic + Committed Development Network Flow Diagram D Appendix B Development Access and Egress Points E Appendix C Land Allocations and Associated Housing Development Map F Appendix D.1 TRICS Report – Residential Housing Trip Rates (Mon-Sun) G Appendix D.2 TRICS Report – Employment Business Park Trip Rates H Appendix D.3 TRICS Report – Employment Industrial Trip Rates I Appendix D.4 TRICS Report – Employment Office Trip Rates J Appendix D.5 TRICS Report – Employment Warehousing Trip Rates K Appendix D.6 TRICS Report – Education Trip Rates L Appendix E.1 2011 Journey to Work Census Data Trips M Appendix E.2 Total Committed Development Trips – Inbound and Outbound for AM and PM N Appendix E.3 Total Committed Development Trips – Route Choices in Direction of Travel (Inbound and Outbound for AM and PM) O

Figures Figure 1: Site Location and surrounding area ...... 3 Figure 2: Diagram of the Cheadle Town Centre gyratory ...... 4 Figure 3: Journey Time Routes ...... 14 Figure 4: Existing 3 arm roundabout – A522 Tape Street / B5032 Ashbourne Road ...... 30 Figure 5: Proposed Priority T-Junction – A522 Tape Street / B5032 Ashbourne Road ...... 31 Figure 6: Additional southbound lane on the A522 ...... 34 Figure 7: Proposed Priority T-Junction – A522 Tape Street / B5032 Ashbourne Road ...... 35 Figure 8: Map showing bus services within Cheadle and the surrounding area...... 61 Figure 9: Large HGV’s showing how restricted access is along High Street ...... 71 Figure 10: Locations within High Street, where motorists parked illegally ...... 73 Figure 11: Green surfacing aids motorists to view area a parking bay ...... 74 Figure 12: Vehicle parked all day during survey on dropped crossing ...... 75 Figure 13: Vehicle parked for a limited period whole footway ...... 75 Figure 14 HGV parked unloading onto the footway ...... 76 Figure 15: Vehicles parked blocking the footway ...... 76 Figure 16: Amendments to prevent illegal parking and assist disadvantaged motorists ...... 77

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Figure 17: Amendments to prevent illegal parking and assist commercial vehicles ...... 78 Figure 18: Amendments to prevent illegal parking and assist disadvantaged motorists...... 78 Figure 19: Amendments to prevent illegal parking and assist commercial vehicles ...... 79 Figure 20: Amendments to prevent illegal parking ...... 79

Tables Table 1: Modelled Scenarios ...... 5 Table 2: TEMpro rates: 2015 - 2017 ...... 9 Table 3: TEMpro rates: 2015 - 2031 ...... 9 Table 4: Cheadle Housing Requirements ...... 10 Table 5: Land Use Category Selection ...... 11 Table 6: Predicted Development figures up to 2031 ...... 12 Table 7: 2017 Base AM & PM Peak – Flow and Queue Length ...... 19 Table 8: 2017 Base AM & PM Peak - Travel Time and Delay ...... 21 Table 9: 2031 Reference Case AM & PM Peak – Flow and Queue Length ...... 24 Table 10: 2031 Reference Case AM & PM Peak - Travel Time and Delay ...... 26 Table 11: Existing Roundabout ARCADY results 2031 Future Year + COMDEV ...... 30 Table 12: 2031 Future Year + COMDEV - 2031 Do Something ...... 32 Table 13: 2031 Mitigation Case AM & PM Peak – Flow and Queue Length ...... 36 Table 14: 2031 Mitigation Case AM & PM Peak - Travel Time and Delay ...... 38 Table 15: 2017 Base Year and 2031 AM Peak Mitigation Case – Modelled Flow and Queue Length Comparison ...... 44 Table 16: 2017 Base Year and 2031 PM Peak Mitigation Case – Modelled Flow and Queue Length Comparison ...... 45 Table 17: 2031 AM Peak – Modelled Flow and Queue Length Comparison ...... 49 Table 18: 2031 PM Peak – Modelled Flow and Queue Length Comparison ...... 50 Table 19: 2031 AM Peak Travel Time and Delay Comparison ...... 51 Table 20: 2031 PM Peak Travel Time and Delay Comparison ...... 53 Table 21: Direction of travel for egressing vehicles ...... 59 Table 22: Public Transport services status along High Street, Cheadle ...... 62 Table 23: HGV/HCV traffic movements towards and from Cheadle ...... 82

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1 Introduction

1.1 Background

In 2015, Amey was jointly appointed by Staffordshire County Council (SCC) and Staffordshire Moorlands District Council (SMDC) to undertake a transport study. The aim of the study was to investigate the potential impact of trips on the highway network around Cheadle town centre associated to future housing and employment developments proposed under the Local Development Framework (LDF).

As part of the Local Plan, approximately 1,320 new homes and approximately 8.86 hectares of additional employment were identified as needing to be provided /allocated by 2031 across Cheadle. Note the Policy SS5C of the Council’s adopted Core Strategy, sets out the prioritisation of ‘broad locations’ and other areas for future housing, and broad locations for employment land around Cheadle.

The “Cheadle Town Centre Transport Study” report (Phase 1), produced in November 2015, identified and highlighted the potential negative impact caused by the new development on the network, specifically with regard to the PM peak and on specific junctions and routes.

From the previous microsimulation VISSIM modelling analysis undertaken as part of the Phase 1 Study, the following conclusions were drawn:

 The AM Peak period post development showed slightly varied results concerning journey times, queues and traffic flow. The results were generally deemed negligible and the network within Cheadle remained operating within capacity. It was observed that there was some spare capacity remaining, to accommodate increased flows.

 During the PM Peak conditions were more constrained; with numerous links already operating near or at capacity, without any additional proposed land allocation flows. Links included the A522 Leek Road (SB) and the A522 Tape Street (southbound). Those routes showed queueing which spanned the entirety of each respective link length.

The link conditions worsened in the post development scenario leading to further increased queuing on adjacent links such as B5417 Queen Street where queuing was forecast to increase by an average 17 vehicles following development.

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Through the course of the modelling appraisal, it was noted the major pinch point on the network was at the A522 Tape Street / Chapel Street / Well Street southbound roundabout approach arm. Vehicles backed up Tape Street to cause large queues and excessive delays to the junctions of A522 Leek Road / A522 Tape Street Roundabout junction and the B5417 Queen Street / A522 Tape Street junction.

Subsequently the Preferred Options Sites & Boundaries future housing & employment land allocations were reconsidered. Amey were commissioned by Staffordshire Moorlands District Council to produce an update to the Transport Study (2015), which for the purposes of this report shall be called the “Cheadle Town Centre Phase 2” study.

An initial scoping meeting for the Cheadle Town Centre Phase 2 study was held with Staffordshire County Council (SCC) on Wednesday 12th October 2016. In the meeting the key parameters regarding the Cheadle Town Centre Phase 2 study were discussed.

The objective of the Transport Study is to redefine and identify the effects of the new 2016 Preferred Options sites and Boundaries spatial distribution for housing and employment developments, as set out in the Core Strategy, in the context of:

 Its impact on the surrounding highway network to Cheadle Town Centre,

 Identifying highway locations that will be impacted by the Sites & Boundaries Preferred Option locations which require further investigation to mitigate, and

 Identifying mitigation where possible and analyse impact.

As part of the updated Local Plan, the new figures comprise 1,030 new homes and approximately 7.59 hectares of additional employment land as needing to be provided /allocated by 2031 across Cheadle. Note the Policy SS5C of the Council’s adopted Core Strategy, sets out the prioritisation of ‘broad locations’ and other areas for future housing, and broad locations for employment land around Cheadle.

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1.2 Site Description

Cheadle is a market town within the Staffordshire Moorlands District area. It is ideally located for visitors to the Moorlands, Trentham and the Alton Towers Resort Theme Park, located just 5 miles east of Cheadle. As such, the town centre attracts volumes of ‘through traffic’ associated with tourism, leisure and recreation.

A location plan of the surrounding area and notable features is shown in Figure 1.

Peak District National Park

Stoke-on-Trent

JCB Earth- movers Ltd

Alton Towers Theme Park Cheadle JCB Compact Products

JCB JCB Heavy Finance Ltd Products

Figure 1: Site Location and surrounding area

The primary routes of the A521 and A522 run through the town centre, the former of which forms part of the main high street where the majority of the retail outlets are located.

On the west side of the town centre the A521 High Street, Cross Street, Bank Street and The Terrace form a single lane gyratory system which can be seen in Figure 2. The one- way A521 High Street, the two-way A522 Tape Street and A521 Chapel Street from the main routes on the east side of the town centre.

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Figure 2: Diagram of the Cheadle Town Centre gyratory

Travelling eastbound along the A521 ‘The Terrace’ & High Street, vehicle overtaking is constrained due to the highway width being as narrow as 3.5 metres at certain points. Consequently goods vehicles unloading can cause disruption to traffic flows and connectivity to other facilities within the town or the shopping environment.

The A522 runs north-south through the town centre, intersecting Chapel Street, the A521 High Street and the B5417 Queen Street. These junctions are critical to the overall functioning of the highway network in and around Cheadle, with any congestion impacting connectivity between the north east quarter of the town and the nearby JCB factories.

2 Study Methodology

2.1 Introduction

In order to achieve the cited objectives, this study utilises the previously calibrated and validated, 2015 “Worst Case”, Base Cheadle Town Centre VISSIM model.

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The VISSIM model has been used to identify the impacts of additional trips generated by the proposed housing & employment developments and as an early indicator in identifying potential mitigation measures.

Alongside the Cheadle Town Centre VISSIM model, bespoke local junction models have been created for all junctions which have been identified as requiring mitigation to improve either capacity or co-ordination with the adjacent upstream / downstream junction. The following subsections set out the methodology that has been utilised to:

 Assessment models, years of assessment and scenarios,

 Cheadle gyratory network,

 VISSIM network alterations (access / egress points) and Local Junction models,

 Formulate the necessary TEMPRO growth to apply to the existing, 2015 “Worst Case” VISSIM model,

 Derive trip generation, distribution for each respective proposed housing & employment development, and

 Journey Time & Delay Assessment.

2.2 Assessment periods, years of assessment & scenarios

For the purposes of this study, the Cheadle Transport Study modelling has assessed the typical weekday AM (08:00 – 09:00) and PM (17:00 – 18:00) peak periods.

In order to present a logical progression of assessing both, the proposed land allocation, associated housing predicted trip generation & the proposed highways improvements the following scenarios shall be presented as part of the Transport Study for each forecast year, as set out in Table 1.

Table 1: Modelled Scenarios Model Year Scenarios Description Local VISSIM 2017 Do-nothing 1 Existing Highway + Growth X Reference Case Existing Highway + (Staffordshire Moorlands Sites & 2 X X / Do-nothing Boundaries Preferred Option) 2031 Existing Highway + identified mitigation + (Staffordshire Do-something 3 X Moorlands Sites & Boundaries Preferred Option)

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2.3 Cheadle Gyratory Network Flow Diagrams

Network Flow Diagrams have been created for the main arterial routes and gyratory around Cheadle Town Centre to reflect:

 2017 background vehicle trip levels,

 2031 forecast background vehicle trip levels,

 Predicted trip generation from the identified preferred options land allocations, and

 2031 forecast background vehicle trip + Predicted trip generation from the identified preferred options land allocations.

The network flow diagrams associated with vehicle trips around Cheadle for each respective peak period in the aforementioned forecast year can be found in Appendix A.

2.4 VISSIM network alterations (access / egress points) and Local Modelling

2.4.1 Access Egress points

With regards to the predicted trips generated from the proposed Land allocations and how they shall access / egress the modelled VISSIM network, the trips have been distributed onto the Cheadle Town Centre VISSIM network as follows:

1. CH001, CH132 and the predicted school trips shall access / egress the network off Ayr Grove and Cheltenham Avenue which are both off Ness Grove onto the A522 entry link of the Vissim model (which will be extended Northbound to Ness Grove),

2. CH004 to be accessed through Thorpe Rise, off A521,

3. CH009, and CH024 predicted trips shall access / egress the network off Churchill Road and will access Harborne Road and Froghall Road onto the A522 directly,

4. CH015 will access Leek Road A522 directly,

5. CH002a, CH002b predicted trips shall be distributed 50% to the B5417 via Goodwood Ave and 50% onto the B5032 Ashbourne Rd via Arundel Drive,

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6. CH085a, b, c, d and CH128 predicted trips shall access / egress the network on A522 Tean Road (which will be extended Southbound towards Smithy lane due to the severing connectivity at the North); and, 7. CH020 predicted trip shall access / egress the network on A521 (which will be extended to Brookhouse Way).

The identified access / egress points for the predicted trips generated from the proposed Housing & Land can be seen in Appendix B.

2.4.2 Local Modelling

Local modelling tools, such as Junction 9 (ARCADY & PICADY) and LinSig, have been developed to evaluate the capacities of junctions identified in the network as potentially requiring further investigation to identify potential mitigation.

The vehicle demand input used in the local modelling assessments has been derived from the VISSIM output.

Regarding highways standards (refer to the Design Manual for Roads & Bridges TD23/81 Section 6.2 and Webster & Cobb), the junctions being assessed using Junction 9 it is generally accepted that RFC values of 0.85 or below indicate that a junction is operating within the theoretical capacity;

 a RFC value between 0.85 and 1.0 indicates that the junction continues to operate within the theoretical capacity, however, is beginning to show signs of queuing and delay, and

 a RFC value of over 1.0 indicates that the junction is operating over the theoretical capacity and problems are likely to be expected in terms to the queuing situation and delay experienced at the junction.

For the junction being assessed using LinSig, tables will be included to show the Degree of Saturation (DoS) and maximum queue (PCUs) values.

 a DoS value of 90% or lower indicates that the junction is operating within the theoretical capacity,

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 a DoS value between 90% and 100% indicate that the junction continues to operate within the theoretical capacity, however, can begin to show signs of queuing and delay, and

 a DoS value of 100% or greater indicate that the junction is “saturated” and operating over the theoretical operating capacity.

2.5 Rebase of 2015 base vehicle demand to 2017 & 2031

The Trip End Model Presentation Program (TEMpro v7.2) was used to calculate appropriate vehicle growth factors based on the Cheadle zone (Major Super Output Area (MSOA) Staffordshire Moorlands.

The TEMpro software allows users to view travel forecasts from the National Trip End Model (NTEM) model which forecasts the growth in trip origin-destinations (or productions-attractions) up to 2051. The forecasts take into account national projections of:

 Population,

 Employment,

 Housing,

 Car ownership, and

 Trip rates.

The use of TEMpro forecasts subsequently allows for an estimation of growth at a local level which taking into consideration planned residential and commercial growth in the area.

TEMpro Growth factors have been calculated for Cheadle, in Staffordshire Moorlands for the period of 2015 to 2017 and 2015 to 2031. The TEMpro rates can be seen in Tables 2 and 3.

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Table 2: TEMpro rates: 2015 - 2017

Table 3: TEMpro rates: 2015 - 2031

The aforementioned TEMpro rates were subsequently applied to the 2015 “Worst Case” baseline Cheadle Town Centre VISSIM model vehicle demand; in order to rebase it to a 2017 baseline.

It should be noted The Department of Transport (DfT) were to release revised TEMpro forecast rates for Cheadle in February 2017, however at the point forecast rates were required, the revisions were not available. As such, due to project time constraints, the view was taken for this assessment that the current TEMpro version 7.0 rates for Cheadle would be used and would not be adjusted. This approach would therefore provide a more robust assessment.

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2.6 Future Land allocation, Trip Generation & Distribution and Access / Egress

Policy SS5C of the Council’s adopted Core Strategy sets out the prioritisation of ‘broad locations’ around Cheadle for future housing and employment land. The new land allocation and associated housing, employment and education locations as set out in the Staffordshire Moorlands Local Plan: Preferred Options Sites and Boundaries are shown in in Appendix C.

Based on the Preferred Options Sites development data provided by SMDC, forecasts suggest over the next 15 years, there will be a total housing requirement within Cheadle totalling approximately 1,095 residential properties, employment sites, equating to 7.59 ha and a Primary School (1 FE). The quantum of the developments is summarised in Table 4.

Table 4: Cheadle Housing Requirements Housing Provision Dwellings Total requirement 1029 Core Strategy Broad Area 1 - CH001 240 A) New allocations - within the urban 298 area B) New allocations - urban extensions 510 Small sites allowance 150 Total Potential Provision 1198 Slippage Allowance -103 Total Actual Provision 1095

The Cheadle Preferred Options Sites identifies a number of potential future employment sites (equating, approximately, to the ‘broad locations’ for employment for Cheadle under Core Strategy Policy SS5C).

As these options collectively exceed 3.6 hectares, not all of these will be required to meet this requirement. Nevertheless, and to reflect a ‘worst case scenario’ in employment land development terms, the traffic impact of these sites (totalling around 8.86 hectares) has been factored into the ‘Future Development’ modelling.

2.6.1 Trip Generation

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The prospective developments undergoing consideration within Cheadle are identified within the Staffordshire Moorlands Local Plan: Preferred Options Sites and Boundaries document. The generation of vehicular trips associated with the developments have been calculated by utilising the TRICS database.

TRICS is a national (UK and Ireland) trip generation and analysis database which enables users to ascertain the potential levels of trip generation for a user-defined development scenario.

The individual site records within the TRICS database contain, detailed information on a site's local environment and surroundings, the composition and functions of a site, its on- site and off-site parking facilities, and hourly, directional transport count results covering a wide range of transport modes.

The land use categories that have been considered for the Cheadle Preferred Options Sites and Boundaries land allocations shown in Table 5. Table 5: Land Use Category Selection

Type of Proposed Land Use Category Selected in TRICS Development

Housing Residential (A)

Education Education (D1)

Employment Average of Industrial (B2) & Warehousing (B8)

It is currently unconfirmed which type of land use will occupy the employment sites, therefore it was agreed with SMDC that the average trip rate for land uses B2 and B8 would be used.

The resulting trip rates for the land uses are displayed in Table 6, with the full TRICS assessment for each land allocation can be found in Appendix D.

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Table 6: Predicted Development figures up to 2031

AM PM

Proposed Number of TOTAL TOTAL TOTAL TOTAL Site Reference PEAK PEAK PEAK PEAK Land Use dwellings ARRIVAL DEPT TRIP ARRIVAL DEPT TRIP ARRIVALS DEPT'S ARRIVALS DEPT'S TRIP RATE RATE TRIP RATE RATE (07:00 - (07:00 - (16:00 - (16:00 - 10:00) 10:00) 19:00) 19:00) New allocations - within the urban area Core Strategy Broad Area 1 – CH001 240 31 84 84 190 81 48 205 134 CH002a 26 3 9 9 21 9 5 22 15 CH002b 42 5 15 15 33 14 8 36 24 CH004 45 6 16 16 36 15 9 38 25 CH009 16 2 6 6 13 5 3 14 9 CH013 50 7 18 17 40 17 10 43 28 CH015 32 4 11 11 25 11 6 27 18 CH020 42 5 15 15 33 14 8 36 24 Housing CH024 45 6 16 16 36 15 9 38 25 Total 538 70 188 187 425 181 107 459 301 New allocations - urban extensions CH132 (in conjunction with CH001 & School) 80 10 28 28 63 27 16 68 45 CH085A 120 16 42 42 95 40 24 102 67 CH085B 70 9 25 24 55 24 14 60 39 CH085C 125 16 44 44 99 42 25 107 70 CH085D 95 12 33 33 75 32 19 81 53 CH128 20 3 7 7 16 7 4 17 11 Total 510 66 179 177 403 171 101 436 286 Grand Total 83 222 221 502 213 126 542 356

AM PM

Proposed Development TOTAL TOTAL TOTAL TOTAL Site Reference PEAK PEAK PEAK PEAK Land Use Size ARRIVAL DEPT TRIP ARRIVAL DEPT TRIP ARRIVALS DEPT'S ARRIVALS DEPT'S TRIP RATE RATE TRIP RATE RATE (07:00 - (07:00 - (16:00 - (16:00 - 10:00) 10:00) 19:00) 19:00) (up to 4.27 Plus Core Strategy Broad Area EM1 - CH127 124 33 272 104 20 101 73 581 hectares) Total LV Trips 112 30 245 94 18 91 66 523 Total HGV Trips 12 3 27 10 2 10 7 58 Employment (up to 3.32 Plus Core Strategy Broad Area EM2 – CH019 97 26 211 81 16 78 57 452 hectares) Total LV Trips 87 23 190 73 14 70 51 407 Total HGV Trips 10 3 21 8 2 8 6 45 Total 221 58 483 185 36 179 130 1033

Education School Site within CH132 210 Pupils 53 40 74 54 28 46 11 12 (Primary School) Total 53 40 74 54 28 46 11 12 Grand Total 274 98 558 239 64 225 141 1045

2.6.2 Trip Distribution

Nomis 2011 Census data has been utilised to obtain Journey to Work (JTW) travel data for Cheadle. It is considered that the 2011 Census JTW data for trips in and out of Cheadle is an acceptable method for distributing the proposed committed development trips around the highway network.

Cheadle has been selected as the location of residence, and the places of work outputs chosen at the Lower Super Output Area (LSOA) level. From this output, trips and the trip percentage to their destination of work from Cheadle have been calculated. The complete Origin & Destination vehicle trips to Cheadle can be seen in Appendix E.1.

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The proposed land allocation predicted vehicle trips have then been assigned on to the most likely route choice that the vehicles will follow during a weekday journey in the AM peak periods using Google Map’s route planner tool.

It has been assumed that vehicles travelling to work during the morning peak (outbound trips) will take the reverse journey for their inbound, evening journey home. The inbound and outbound route choices have been summarised in Appendix E.2 with a disaggregated breakdown into direction or travel shown in Appendix E.3.

2.6.3 Journey Time & Delay Assessment

Vehicle “Journey Time & Delay” are key determinants of a networks performance; as such, these two parameters have been assessed in both the 2031 Reference Case and 2031 Mitigation Case VISSIM model outputs. Comparisons have been made in the AM & PM peaks of between both scenarios in order quantify the time savings provided by the mitigation measures.

Journey Time routes have been split into sections, allowing for vehicle journey time assessments to be carried out for individual sections of the routes, as well as the journey time for the entire corridors, in order to better understand vehicle movements through the town centre and identify pockets of congestion.

The routes which have be assessed as bullet below can be seen in Figure 3:

 Route 1: Northbound route from A522 Tean Road to A522 Leek Road.

 Route 2: Southbound route from A522 Leek Road to A522 Tean Road.

 Route 3: B5032 Ashbourne Road (East) to B5032 Ashbourne Road (West).

 Route 4: A521 Town End to the Chapel Street junction with A522 Tape Street.

 Route 5: Chapel Street to A521 Town End.

 Route 6: A521 Town End to the High Street junction with A522 Leek Road.

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Figure 3: Journey Time Routes

2.6.4 Route 1

As shown in Figure 3, Route 1 begins at A522 Tean Road and travels northbound to A522 Leek Road. Route 2 commences at A522 Leek Road and travels southbound to A522 Tean Road. Each route is split into 5 sections to enable analysis of the results to be undertaken from the entire corridor, as well as the individual sections of the route. The sections of the route are comprised of:

 Section 1 runs from the starting check point at A522 Leek Road at the junction with Highfield avenue to the second check point at the give-way line of the mini- roundabout at A522 Leek road / High street / Tape Street.

 Section 2 runs from the second check point at the give-way line of the mini- roundabout at A522 Leek road / High street / Tape Street to the third checkpoint at the junction with B5417 Queen Street.

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 Section 3 runs from the third checkpoint at the junction with B5417 Queen Street to the fourth checkpoint at the give-way line of the roundabout at A522 Tape Street / Well Street / Chapel Street.  Section 4 runs from the fourth checkpoint at the give-way line of the roundabout at A522 Tape Street / Well Street / Chapel Street to the fifth checkpoint at the give-way line of the mini-roundabout at A522 Tape Street / B5032 Ashbourne Road.  Section 5 runs from fifth checkpoint at the give-way line of the mini-roundabout at A522 Tape Street / B5032 Ashbourne Road to the final checkpoint along A522 Tean Road, opposite the recreation ground.

2.6.5 Route 2

This route is the reverse of Route 1; the sections of the route are comprised of:  Section 1 runs from the starting check point on the checkpoint along A522 Tean Road, opposite the recreation ground to the second check point at the give-way line of the mini-roundabout at A522 Tape Street / B5032 Ashbourne Road.

 Section 2 runs from the second check point at give-way line of the mini- roundabout at A522 Tape Street / B5032 Ashbourne Road to the third checkpoint at the give-way line of the roundabout at A522 Tape Street / Well Street / Chapel Street

 Section 3 runs from the third checkpoint at the give-way line of the roundabout at A522 Tape Street / Well Street / Chapel Street to the fourth checkpoint on the A522 Tape Street at the junction with B5417 Queen Street.

 Section 4 runs from the fourth checkpoint on the A522 Tape Street at the junction with B5417 Queen Street to the fifth checkpoint after the mini-roundabout at A522 Leek road / High street / Tape Street, at the start of Leek Road.

 Section 5 runs from the fifth checkpoint after the mini-roundabout at A522 Leek road / High street / Tape Street, at the start of Leek Road to the final checkpoint further to the North on Leek Road; at the junction with Highfield Avenue.

Doc. Ref.:COSTCDT6573 /Rep 002 Rev. FINAL - 15 - Issued: April 2017 Project Name Cheadle Town Centre – Phase 2 Document Title Transport Study Report

2.6.6 Route 3

This route commences on the B5032 Ashbourne Road (East) approximately at the junction with Rockingham Drive and concludes to the West, at the junction between the B5032 Ashbourne Road (West) and A522 Tean Road.

2.6.7 Route 4

This route commences at A521 Town End and concludes at the Chapel Street junction with A522 Tape Street in an eastbound direction of travel. Route 5 traverses the gyratory in the opposite direction, spanning from Chapel Street to A521 Town End. Each route is split into multiple sections via journey time checkpoints to enable analysis of the results to be undertaken from the entire corridor, as well as the individual sections of the route. The sections of the route are comprised of:

 Section 1 runs from the starting check point at A521 Town End to the second check point at Watt Place, at the junction with the gyratory.

 Section 2 runs from the second check point at Watt Place, to the third check point at the junction with Cross Street.

 Section 3 runs from the third check point at the beginning of Cross Street to the fourth check point at the end of Cross Street, where it meets the junction with Chapel Street.

 Section 4 runs from the fourth check point at the end of Cross Street, where it meets the junction with Chapel Street, to the fifth; and final, check point on A522 Tape Street, after the roundabout with Well Street / Chapel Street.

2.6.8 Route 5

Chapel Street to A521 Town End. The sections of the route are comprised of:

 Section 1 runs from the starting check point on A522 Tape Street, at the give-way line of the Tape Street (S) approach arm to the Tape Street / Well Street / Chapel Street roundabout after the roundabout with. A521 Town End to the second check point at Watt Place, at the junction with the gyratory.

 Section 2 runs from the second check point at Watt Place, to the third check point at the junction with Cross Street.

Doc. Ref.:COSTCDT6573 /Rep 002 Rev. FINAL - 16 - Issued: April 2017 Project Name Cheadle Town Centre – Phase 2 Document Title Transport Study Report

2.6.9 Route 6 This route commences at A521 Town End and concludes at the High Street junction with A522 Leek Road.

2.6.10 Queue Length Assessment

Average and maximum vehicle queue lengths are also key determinants of a networks performance; as such, these two parameters have been assessed in all three modelled scenarios; the 2017 Base, 2031 Reference Case and 2031 Mitigation Case VISSIM model outputs. Comparisons have been made in the AM & PM peaks of between both scenarios in order quantify the time savings provided by the mitigation measures.

The queues in VISSIM are reported on a link basis rather than a turning movement basis, so for turns that share a link, the same queue results will be reported. These maximum queues could potentially have only been sustained for short periods of time within the reported peak hour, therefore the average queue length should be considered in addition to the maximum queue length. The closer the average queue length is to the maximum queue length, the longer the maximum queue length is sustained.

Doc. Ref.:COSTCDT6573 /Rep 002 Rev. FINAL - 17 - Issued: April 2017 Project Name Cheadle Town Centre – Phase 2 Document Title Transport Study Report

3 Modelling

3.1 Introduction

As part of the Local Development Framework (LDF), additional housing and employment land must be allocated for construction by 2031 across Cheadle.

As such, the following chapter sets out the scenarios in which modelling assessments have been undertaken to identify the impacts of the predicted trip generation of the land allocation. The results of each assessment have been analysed and conclusions drawn against the following modelling outputs:

 Flow (Veh/h),  Average Queue Length (m),  Maximum Queue Length (m) and vehicle,  Journey Time (s) & Delay (s).

The Scenarios which have been assessed in 2017 and 2031 are set out in the following section.

3.2 2017 (Do – Nothing) VISSIM Base Model

The Do-Nothing Base model was adopted from the previous ‘2015 Cheadle Town Centre Study’, Worst Case 2015 Model scenario (refer to ‘2015 Cheadle Town Centre Study’ document).

The previous model was calibrated and validated to a 2015 baseline, however in order to assess current traffic conditions the vehicle trip demand within the 2015 Cheadle Town Centre Study’, Worst Case 2015 Model was uplifted by applying the TEMpro Growth rates to 2017 as highlighted in Section 2.5, to both the AM and PM peaks, respectively.

3.2.1 2017 Base AM & PM VISSIM queue results

A detailed breakdown of the Flow and Queue Length results for both the AM and PM Reference Case can be seen in Table 7.

Doc. Ref.:COSTCDT6573 /Rep 002 Rev. FINAL - 18 - Issued: April 2017 Project Name Cheadle Town Centre – Phase 2 Document Title Transport Study Report

Table 7: 2017 Base AM & PM Peak – Flow and Queue Length

2017 Base (Without Highway Improvement)

AM PM

Flow (veh/h) Average Maximum Flow (veh/h) Average Maximum Junction Approach Arm Movement Average Maximum Average Maximum Queue Queue Queue Queue Queue Queue Queue Queue Length Length Length Length Lights Heavies (Vehicles) (Vehicles) Lights Heavies (Vehicles) (Vehicles) (m) (m) (m) (m)

A522 Leek Road (SB) Left: to A522 Tape Street (SB) 576 26 6 1 93 16 628 0 76 13 347 58 A521 High A522 Tape Street (NB) Right: to A522 Leek Road (NB) 357 11 0 0 64 11 379 0 0 0 59 10 Street / A522 Tape Street Straight: to A522 Leek Road (NB) 167 10 216 7 A521 High Street 1 0 31 5 2 0 50 8 Right: to A522 Tape Street (SB) 163 9 188 0 Left: to A522 Tape Street (SB) 235 7 293 5 B5417 Queen Street 4 1 57 10 170 28 346 58 Right: to A522 Tape Street (NB) 20 6 17 0 B5417 Queen Straight: to A522 Tape Street (NB) 334 5 362 0 Street / A522 A522 Tape Street (NB) 3 1 52 9 13 2 48 8 Tape Street Right: to B5417 Queen Street 94 1 125 0 Left: to B5417 Queen Street 79 12 84 0 A522 Tape Street (SB) 0 0 30 5 0 0 24 4 Straight: to A522 Tape Street (SB) 658 24 732 0 Left: to Well Street 96 0 113 0 A522 Tape Street (SB) Straight: to A522 Tape Street (SB) 397 23 3 1 116 19 591 3 231 39 253 42 Right: to A521 Chapel Street 317 8 300 2 Left: to A522 Tape Street (SB) 42 0 92 0 Well Street Straight: to A521 Chapel Street 51 2 0 0 15 3 130 0 28 5 73 12 A522 Tape Street / Well Right: to A522 Tape Street (NB) 45 0 139 0 Street / A521 Left: to A521 Chapel Street 227 16 266 5 Chapel Street A522 Tape Street (NB) Straight: to A522 Tape Street (NB) 382 6 10 2 149 25 356 0 17 3 153 26 Right: to Well Street 56 0 71 0 Left: to A522 Tape Street (NB) 2 0 3 0 A521 Chapel Street Straight: to Well Street 61 0 0 0 20 3 61 0 3 1 104 17 Right: to A522 Tape Street (SB) 185 0 244 0 Left: to B5032 Ashbourne Road 215 3 64 0 A522 Tape Street (SB) 1 0 49 8 6 1 183 31 Straight: to A522 Tape Street (SB) 413 20 287 1 A522 Tape Left: to Tape Street (SB) 67 1 241 0 Street / B5032 B5032 Ashbourne Road 0 0 19 3 1 0 41 7 Ashbourne Road Right: to A522 Tape Street (NB) 144 4 0 0 Straight: to A522 Tape Street (NB) 519 18 639 2 A522 Tape Street (NB) 2 0 167 28 17 3 169 28 Right: to B5032 Ashbourne Road 66 0 0 0

A521 High Street / Tape Street

In the AM Peak the highest average queue length experienced at this junction is of 6m, which is on the A522 Leek Road arm. As 1 Passenger Car Unit (PCU) is equivalent to a length of 6 metres, it should be noted that a queue length of 6m equates to approximately a single vehicle.

In the PM peak, the highest queue is again experienced on the A522 Leek Road arm, with an average queue length 76m which equates to 13 vehicles. This is attributable to the high southbound flow on this link in the PM peak period.

B5417 Queen Street / A522 Tape Street

In the AM Peak the highest average queue length experienced at this junction is of 4m, which is on the B5417 Queen Street arm, which means that this arm is free from queueing for the most of the peak period.

In the PM peak, the highest queue is again experienced on the B5417 Queen Street arm, with an average queue length 170m which equates to 28 vehicles.

Doc. Ref.:COSTCDT6573 /Rep 002 Rev. FINAL - 19 - Issued: April 2017 Project Name Cheadle Town Centre – Phase 2 Document Title Transport Study Report

The through flow of the southbound moving vehicles from A522 Leek Road presents a recurring problem further downstream of this link, causing queueing to take place on B5417 Queen Street in the PM peak, as the vehicles cannot pull out under the high flow and lack of gap time to access the main carriageway.

A522 Tape Street / Well Street / A521 Chapel Street

In the AM Peak the highest average queue length experienced at this junction is of 10m, which is on the A522 Tape Street (NB) arm, equating to approximately 2 vehicles.

Conversely, In the PM peak, the highest queue is experienced on the A522 Tape Street (SB) arm, with an average queue length 231m which equates to 39 vehicles.

The PM Peak scenario reflects far greater queueing at this junction than in the AM peak. The PM peak scenario features higher overall traffic volumes and therefore causes intensified queueing at the pinch points identified.

A522 Tape Street / B5032 Ashbourne Road

In the AM Peak, there is no queuing present on any of the arms of this junction, on average.

In the PM peak, the highest average queue length of 17m is recorded at A522 Tape Street arm (NB), equating to approximately 3 vehicles.

Due to the overall network receiving higher flow conditions during the PM peak, the identified pinch point locations receive increased effects under these higher traffic volumes, albeit the queuing here does not pose any problems to the adjacent junctions or overall network.

Doc. Ref.:COSTCDT6573 /Rep 002 Rev. FINAL - 20 - Issued: April 2017 Project Name Cheadle Town Centre – Phase 2 Document Title Transport Study Report

3.2.2 AM & PM 2017 Base VISSIM Model Journey time and Delay results

A detailed breakdown of the Journey Time and Delay results for both the AM and PM Reference Case can be seen in Table 8. Table 8: 2017 Base AM & PM Peak - Travel Time and Delay

2017 Base (Without Highway Improvement)

AM PM Modelled Route Direction Route Section Distance Modelled Modelled Modelled Modelled (m) Time (sec) Delay (sec) Time (sec) Delay (sec)

Southbound Corridor 1 485.5 53.3 9.5 99.3 55.7 Southbound Corridor 2 36.9 9.6 3.9 14.9 9.1

A522 Leek Road to A522 Southbound Corridor 3 227.1 36.4 14.4 75.5 53.6 Southbound Tean Rd Southbound Corridor 4 117.8 21.8 8.1 30 16.9 Southbound Corridor 5 277.9 26.5 1.6 27.1 2.2 Total 1145.2 147.6 37.5 246.8 137.5 Northbound Corridor 1 254.4 32.9 9.6 42.9 19.6 Northbound Corridor 2 95.3 23 12.2 26 15.2

A522 Tean Road to A522 Northbound Corridor 3 253.5 33.5 9.5 31.5 7.4 Northbound Leek Road Northbound Corridor 4 36.4 7.7 2 7.8 2.2 Northbound Corridor 5 500.7 44.5 0.8 44.6 0.9 Total 1140.3 141.6 34.1 152.8 45.3 Westbound Corridor 690 63.2 2.6 66.1 5.5 B5032 Ashbourne Road Westbound Total 690 63.2 2.6 66.1 5.5 A521 Chapel Street / Westbound Corridor 1 428 66.1 10.1 65.7 10.2 A522 Tape Street Westbound Westbound Corridor 2 293 26.4 0.5 26.9 1 Junction to A521 Town End / Lid Lane Junction Total 721 92.5 10.6 92.6 11.2 Eastbound Corridor 1 298 27.2 1.5 27.1 1.3 A521 Town End / Lid Eastbound Corridor 2 132 20.7 1.8 20.3 1.8 Lane Junction to A521 Easttbound Eastbound Corridor 3 63 10.7 1.2 10.8 2.3 Chapel Street / A522 Tape Street Junction Eastbound Corridor 4 204 32.9 3.4 38.9 9.2 Total 697 91.5 7.9 97.1 14.6 A521 Town End / Lid Northeast Corridor 1 298 27.2 1.5 27.1 1.3 Lane Junction to A521 Northeast Northeast Corridor 2 386 56.5 3.3 57.7 4.3 High Street / A522 Leek Road Junction Total 684 83.7 4.8 84.8 5.6

A522 Leek Road to A522 Tean Road (Southbound)

The southbound corridor has a total length of 1145.2m and in the AM Peak it can be seen that and takes a total journey time of 147.6 seconds, which equates to an average speed achieved of 7.75 metres per second (approximately 17.3 miles per hour).

In the PM peak it can be seen that journey times are much longer, recording a complete journey of the southbound corridor in 246.8 seconds. The average speed through the southbound corridor is 4.64 metres per second (approximately 10.4 miles per hour).

The first section of the southbound corridor takes the greatest amount of time to travel; this is partly due to it comprising of the longest distance of the 5 sections but also due to the congestion at this location, as noted in the queue and delay results.

Doc. Ref.:COSTCDT6573 /Rep 002 Rev. FINAL - 21 - Issued: April 2017 Project Name Cheadle Town Centre – Phase 2 Document Title Transport Study Report

A522 Tean Road to A522 Leek Road (Northbound)

The northbound corridor has a total length of 1140.3m and in the AM peak it can be seen that takes a total journey time of 141.6 seconds, which equates to an average speed of 8 metres per second (approximately 17.9 miles per hour).

Conversely, the PM peak slightly longer, recording a complete journey of the northbound corridor in 152.8 seconds. The average speed through the corridor is 7.5 metres per second (approximately 16.7 miles per hour).

The sections of the route which take the greatest amount of time to travel are those which feature junctions; the mini-roundabout junction at A522 Tape Street / B5032 Ashbourne Road, Tape Street / Well Street / Chapel Street roundabout and the mini- roundabout between Leek Road / Tape Street / High Street causing the congestion.

B5032 Ashbourne Road

The westbound corridor has a total length of 690m and in the AM peak it can be seen that takes a total journey time of 63.2 seconds, which equates to an average speed of 10.9 metres per second (approximately 24.3 miles per hour).

In the PM peak it can be seen that takes a total journey time of 66.1 seconds, which equates to an average speed of 10.4 metres per second (approximately 23.3 miles per hour).

Due to the overall network receiving higher flow conditions in the PM peak, vehicle movements around the network as a whole are slower than in the AM peak.

A521 Chapel Street / A522 Tape Street Junction to Town End / Lid Lane

The westbound corridor has a total length of 721m and in the AM peak it can be seen that takes a total journey time of 92.5 seconds, which equates to an average speed of 7.8 metres per second (approximately 17.4 miles per hour).

In the PM peak it can be seen that takes a total journey time of 92.6 seconds, which equates to an average speed of 7.8 metres per second (approximately 17.4 miles per hour).

A521 Town End / Lid Lane Junction to A521 Chapel Street / A522 Tape Street

The westbound corridor has a total length of 697m and in the AM peak it can be seen that takes a total journey time of 91.5 seconds, which equates to an average speed of 7.6 metres per second (approximately 16.9 miles per hour).

Doc. Ref.:COSTCDT6573 /Rep 002 Rev. FINAL - 22 - Issued: April 2017 Project Name Cheadle Town Centre – Phase 2 Document Title Transport Study Report

In the PM peak it can be seen that takes a total journey time of 92.6 seconds, which equates to an average speed of 7.2 metres per second (approximately 17.2 miles per hour).

This route takes a similar time to travel, with vehicles achieving the same average speeds, in both the AM and PM peak period, despite the overall flow conditions being different between the two. The comparable travel time indicates that this section of the model runs smoothly with only minimal delays.

A521 Town End / Lid Lane Junction to A521 High Street / A522 Leek Road

The westbound corridor has a total length of 684m and in the AM peak it can be seen that takes a total journey time of 83.7 seconds, which equates to an average speed of 8.2 metres per second (approximately 18.3 miles per hour).

In the PM peak it can be seen that takes a total journey time of 84.8 seconds, which equates to an average speed of 8.1 metres per second (approximately 18.1 miles per hour).

3.2.3 Summary of results

The results of the modelled 2017 background traffic levels suggest that the AM peak is free flowing, with the network operating well within capacity. The PM peak scenario however, features some pinch point locations where queueing occurs, but despite some congestion, the town centre network operates within capacity. The largest queues during the PM were recorded on A522 Tape Street (SB), which consisted of an average queue of 39 vehicles. Queuing was also experienced on B5417 Queen Street, consisting of an average queue of 28 vehicles across the PM peak.

In comparison, the PM peak journey times were longer than those of the AM peak, across all journey time routes. The greater travel time experienced in the PM peak can be attributable to the higher vehicle flows in the PM time period. For most journey time routes, the PM peak is only marginally longer; however, this is not the case for the A522 Leek Road to A522 Tean Road (Southbound) route, which takes 100 seconds longer to travel during the PM. Again, this is likely to be caused by the increase in vehicles on the network during the PM time period, which in turn creates a pinch point on Tape Street (SB), triggered by congestion at the Tape Street / Chapel Street / Well Street roundabout.

Doc. Ref.:COSTCDT6573 /Rep 002 Rev. FINAL - 23 - Issued: April 2017 Project Name Cheadle Town Centre – Phase 2 Document Title Transport Study Report

3.3 2031 Reference Case VISSIM Model

The ‘2015 Cheadle Town Centre Study’, vehicle trip demand from the Worst Case 2015 Model was uplifted, to form a forecast 2031 vehicle trip demand. Again, this was done by applying TEMpro growth factors (refer to section 2.2) to bring it in line with the end of the Local Plan period.

In addition to factoring the 2015 vehicle demand to 2031, the predicted trip generated from the proposed land allocations identified in the ‘Staffordshire Moorlands Local Plan: Preferred Options sites and Boundaries’ (2016) document have been assigned to the vehicle demand within the model.

3.3.1 Reference case AM & PM VISSIM queue results

A detailed breakdown of the Flow and Queue Length results for both the AM and PM Reference Case can be seen in Table 9.

Table 9: 2031 Reference Case AM & PM Peak – Flow and Queue Length

Reference Case (Without Highway Improvement)

AM PM

Flow (veh/h) Average Maximum Flow (veh/h) Average Maximum Junction Approach Arm Movement Average Maximum Average Maximum Queue Queue Queue Queue Queue Queue Queue Queue Length Length Length Length Lights Heavies (Vehicles) (Vehicles) Lights Heavies (Vehicles) (Vehicles) (m) (m) (m) (m)

A522 Leek Road (SB) Left: to A522 Tape Street (SB) 786 26 411 69 895 149 580 5 571 95 883 147 A521 High A522 Tape Street (NB) Right: to A522 Leek Road (NB) 401 10 0 0 59 10 499 0 0 0 66 11 Street / A522 Tape Street Straight: to A522 Leek Road (NB) 250 15 418 12 A521 High Street 1 0 49 8 7 1 163 27 Right: to A522 Tape Street (SB) 169 9 193 0 Left: to A522 Tape Street (SB) 236 7 262 5 B5417 Queen Street 153 26 346 58 270 45 356 59 Right: to A522 Tape Street (NB) 30 6 20 0 B5417 Queen Straight: to A522 Tape Street (NB) 371 4 481 0 Street / A522 A522 Tape Street (NB) 9 2 53 9 20 3 55 9 Tape Street Right: to B5417 Queen Street 68 1 135 0 Left: to B5417 Queen Street 87 12 74 0 A522 Tape Street (SB) 5 1 102 17 89 15 102 17 Straight: to A522 Tape Street (SB) 866 24 699 5 Left: to Well Street 96 0 97 0 A522 Tape Street (SB) Straight: to A522 Tape Street (SB) 481 23 64 11 254 42 573 3 232 39 258 43 Right: to A521 Chapel Street 438 8 275 6 Left: to A522 Tape Street (SB) 43 0 103 0 Well Street Straight: to A521 Chapel Street 52 2 1 0 18 3 135 0 47 8 73 12 A522 Tape Street / Well Right: to A522 Tape Street (NB) 49 0 154 0 Street / A521 Left: to A521 Chapel Street 159 19 287 5 Chapel Street A522 Tape Street (NB) Straight: to A522 Tape Street (NB) 379 5 11 2 101 17 471 0 34 6 160 27 Right: to Well Street 39 0 80 0 Left: to A522 Tape Street (NB) 3 0 3 0 A521 Chapel Street Straight: to Well Street 68 0 0 0 24 4 69 0 4 1 127 21 Right: to A522 Tape Street (SB) 193 0 264 0 Left: to B5032 Ashbourne Road 219 3 260 1 A522 Tape Street (SB) 0 0 27 5 12 2 145 24 Straight: to A522 Tape Street (SB) 501 20 680 2 A522 Tape Left: to Tape Street (SB) 75 1 77 0 Street / B5032 B5032 Ashbourne Road 0 0 34 6 8 1 118 20 Ashbourne Road Right: to A522 Tape Street (NB) 156 4 260 0 Straight: to A522 Tape Street (NB) 417 20 581 5 A522 Tape Street (NB) 143 24 172 29 82 14 169 28 Right: to B5032 Ashbourne Road 39 0 97 0

Doc. Ref.:COSTCDT6573 /Rep 002 Rev. FINAL - 24 - Issued: April 2017 Project Name Cheadle Town Centre – Phase 2 Document Title Transport Study Report

A521 High Street / Tape Street

In the AM Peak the highest average queue length experienced at this junction is of 411m, which is on the A522 Leek Road arm which equates to approximately 70 vehicles.

In the PM peak, the highest queue is again experienced on the A522 Leek Road arm, with an average queue length 571m which equates to 95 vehicles. This is attributable to the high southbound flow on this link in both the AM and PM peak periods.

B5417 Queen Street / A522 Tape Street

In the AM Peak the highest average queue length experienced at this junction is of 153m, which is on the B5417 Queen Street arm, equating to approximately 26 vehicles.

In the PM peak, the highest queue is again experienced on the B5417 Queen Street arm, with an average queue length 270m which equates to 45 vehicles.

The through flow of the southbound moving vehicles from A522 Leek Road presents a recurring problem further downstream of this link, causing queueing to take place on B5417 Queen Street, as the vehicles cannot pull out under the high flow and lack of gap time to access the main carriageway.

A522 Tape Street / Well Street / A521 Chapel Street

In the AM Peak the highest average queue length experienced at this junction is of 64m, which is on the A522 Tape Street (SB) arm, equating to approximately 11 vehicles.

In the PM peak, the highest queue is again experienced on the A522 Tape Street (SB) arm, with an average queue length of 232m which equates to 39 vehicles.

The PM Peak scenario reflects the same problematic junctions as identified in the AM peak, only with increased results. The PM peak scenario features higher overall traffic volumes and therefore causes intensified queuing at the identified pinch points.

A522 Tape Street / B5032 Ashbourne Road

In the AM Peak, the highest average queue length was recorded on the A522 Tape Street arm, in the northbound direction, with the average queue length of 143m; equating to approximately 24 vehicles.

In the PM peak, the highest average queue length of 82m is again recorded at A522 Tape Street arm (NB), equating to approximately 14 vehicles.

Doc. Ref.:COSTCDT6573 /Rep 002 Rev. FINAL - 25 - Issued: April 2017 Project Name Cheadle Town Centre – Phase 2 Document Title Transport Study Report

Due to the overall network receiving higher flow conditions, the identified pinch point locations receive increased effects under these higher traffic volumes. The heavy queuing here blocks back along Tape Street (NB) to the South of the network. These vehicles have to give-way to the right at the mini-roundabout, which severely disrupts the flow on the mainline.

3.3.2 AM & PM Reference Case VISSIM Model Journey time and Delay results

A detailed breakdown of the Journey Time and Delay results for both the AM and PM Reference Case can be seen in Table 10. Table 10: 2031 Reference Case AM & PM Peak - Travel Time and Delay

Reference Case (Without Highway Improvement)

AM PM Modelled Route Direction Route Section Distance Modelled Modelled Modelled Modelled (m) Time (sec) Delay (sec) Time (sec) Delay (sec)

Southbound Corridor 1 485.5 136.3 92.7 332.1 288.5 Southbound Corridor 2 36.9 12.5 6.8 18.3 12.8

A522 Leek Road to A522 Southbound Corridor 3 227.1 45.6 23.7 78.2 56.3 Southbound Tean Rd Southbound Corridor 4 117.8 21.6 8.2 31.9 19 Southbound Corridor 5 277.9 28.2 3.3 27.9 3 Total 1145.2 244.2 134.7 488.4 379.6 Northbound Corridor 1 254.4 227.9 204.8 89.4 65.9 Northbound Corridor 2 95.3 24.3 13.5 32.1 21.5

A522 Tean Road to A522 Northbound Corridor 3 253.5 35.1 11.1 32.7 8.8 Northbound Leek Road Northbound Corridor 4 36.4 7.6 2 7.7 2.1 Northbound Corridor 5 500.7 50 6.3 52.9 9.1 Total 1140.3 344.9 237.7 214.8 107.4 Westbound Corridor 690 63.7 3.1 75.3 14.7 B5032 Ashbourne Road Westbound Total 690 63.7 3.1 75.3 14.7 A521 Chapel Street / Westbound Corridor 1 428 65.4 10.4 67 11.5 A522 Tape Street Westbound Westbound Corridor 2 293 26.4 0.4 26.9 0.9 Junction to A521 Town End / Lid Lane Junction Total 721 91.8 10.8 93.9 12.4 Eastbound Corridor 1 298 27.9 2.2 27.8 2.1 A521 Town End / Lid Eastbound Corridor 2 132 20.5 2.4 20 1.5 Lane Junction to A521 Easttbound Eastbound Corridor 3 63 9.6 1 9.7 1 Chapel Street / A522 Tape Street Junction Eastbound Corridor 4 204 34.1 4.7 39.3 9.7 Total 697 92.1 10.3 96.8 14.3 A521 Town End / Lid Northeast Corridor 1 298 27.9 2.2 27.8 2.1 Lane Junction to A521 Northeast Northeast Corridor 2 386 59 5.9 64.7 11.6 High Street / A522 Leek Road Junction Total 684 86.9 8.1 92.5 13.7

A522 Leek Road to A522 Tean Road (Southbound)

The southbound corridor has a total length of 1145.2m and in the AM Peak it can be seen that and takes a total journey time of 244.2 seconds, which equates to an average speed achieved of 4.69 metres per second (approximately 10.5 miles per hour).

Doc. Ref.:COSTCDT6573 /Rep 002 Rev. FINAL - 26 - Issued: April 2017 Project Name Cheadle Town Centre – Phase 2 Document Title Transport Study Report

In the PM peak it can be seen that journey times are much longer in the southbound direction, recording a complete journey of the southbound corridor in 488.4 seconds. The average speed through the southbound corridor is 2.34 metres per second (approximately 5.1 miles per hour).

The first section of the southbound corridor takes the greatest amount of time to travel; this is partly due to it comprising of the longest distance of the 5 sections but also due to the congestion at this location, as noted in the queue and delay results.

A522 Tean Road to A522 Leek Road (Northbound)

The northbound corridor has a total length of 1140.3m and in the AM peak it can be seen that takes a total journey time of 344.9 seconds, which equates to an average speed of 3.3 metres per second (approximately 7.4 miles per hour).

Conversely, the PM peak is much shorter, recording a complete journey of the northbound corridor in 214.8 seconds. The average speed through the corridor is 5.3 metres per second (approximately 11.9 miles per hour).

The first section of the route takes the greatest amount of time to travel, which is due to the congestion at this location, incurring at the mini-roundabout junction at A522 Tape Street / B5032 Ashbourne Road.

B5032 Ashbourne Road

The westbound corridor has a total length of 690m and in the AM peak it can be seen that takes a total journey time of 63.7 seconds, which equates to an average speed of 10.8 metres per second (approximately 24.1 miles per hour).

In the PM peak it can be seen that takes a total journey time of 75.3 seconds, which equates to an average speed of 9.2 metres per second (approximately 20.6 miles per hour).

Due to the overall network receiving higher flow conditions in the PM peak, vehicle movements around the network as a whole are slower than in the AM peak.

A521 Chapel Street / A522 Tape Street Junction to Town End / Lid Lane

The westbound corridor has a total length of 721m and in the AM peak it can be seen that takes a total journey time of 91.8 seconds, which equates to an average speed of 7.8 metres per second (approximately 17.4 miles per hour).

Doc. Ref.:COSTCDT6573 /Rep 002 Rev. FINAL - 27 - Issued: April 2017 Project Name Cheadle Town Centre – Phase 2 Document Title Transport Study Report

In the PM peak it can be seen that takes a total journey time of 93.9 seconds, which equates to an average speed of 7.7 metres per second (approximately 17.2 miles per hour).

A521 Town End / Lid Lane Junction to A521 Chapel Street / A522 Tape Street

The westbound corridor has a total length of 697m and in the AM peak it can be seen that takes a total journey time of 92.1 seconds, which equates to an average speed of 7.6 metres per second (approximately 16.9 miles per hour).

In the PM peak it can be seen that takes a total journey time of 96.8 seconds, which equates to an average speed of 7.2 metres per second (approximately 17.2 miles per hour).

This route takes a similar time to travel, with vehicles achieving the same average speeds, in both the AM and PM peak period, despite the overall flow conditions being different between the two. The comparable travel time indicates that this section of the model runs smoothly with only minimal delays.

A521 Town End / Lid Lane Junction to A521 High Street / A522 Leek Road

The westbound corridor has a total length of 684m and in the AM peak it can be seen that takes a total journey time of 86.9 seconds, which equates to an average speed of 7.9 metres per second (approximately 17.7 miles per hour).

In the PM peak it can be seen that takes a total journey time of 92.5 seconds, which equates to an average speed of 7.4 metres per second (approximately 16.6 miles per hour).

3.3.3 Summary of results

During the Reference Case scenario, the highway network remains the same as in the 2017 Base scenario; however, there are two notable changes which produce an increase in traffic on the network. The 2017 background traffic levels have been factored up to create the 2031 background traffic (see section 2.5), in addition to this, the site specific developments have also been included (see section 2.6). When these two elements are coupled, the negative effects on the network are experienced at various pinch points that are identified in the preceding queue length and journey time results.

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In particular the A522 Leek Road receives large delays in both the AM and PM time periods, as vehicles struggle to access the town centre from the North. The delays and queues experienced on this link are triggered by the congestion further south on A522 Tape Street at the two roundabouts; the A522 Tape Street / Well Street / A521 Chapel Street roundabout and the A522 Tape Street / B5032 Ashbourne Road mini-roundabout.

The blocking back, northwards, on A522 Tape Street, caused by the aforementioned roundabouts, also causes extensive queuing on B5417 Queen Street in both the AM and PM time periods.

A522 Tape Street (NB) shows signs of heavy queuing and experiences delays. The delays here are due to the mini-roundabout between A522 Tape Street and B5032 Ashbourne Road. The mini-roundabout disrupts the high north/south vehicle flows on the principal route when cars egress from B5032 Ashbourne Road. Consequently, B5032 Ashbourne Road experiences very little queuing and delay, whereas A522 Tape Street (NB) experiences sizable queues and lengthy delays.

In contrast to the 2017 Base AM scenario, which experienced a largely free flowing network, the 2031 Reference Case AM sees extensive queues and delays. The 2017 Base PM scenario already featured queueing and delay but these results increase in the 2031 Reference Case PM scenario. The increase to queues and delays in the 2031 Reference Case models should largely be associated with the overall network having to contend with much higher traffic volumes.

3.4 2031 Reference Case Junctions 9 Local Models

From the VISSIM modelling it has been identified that the Tape Street / Ashbourne Round roundabout is a pinch point for traffic on the network. As such the existing mini- roundabout junction configuration has been assessed to predict the overall performance of the junction, in both the AM and PM peak periods.

The junction assessment subsequently identified the predicted junction capacity as well as allowing the formulation of potential junction improvements to increase its capacity to accommodate the future year traffic growth demand. The following parameters have been obtained from the modelling assessment:

 Queue,  Delay (seconds),  Ratio to Flow Capacity (RFC), and  Junction Delay (seconds).

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3.4.1 Existing A522 Tape Street / B5032 Ashbourne Road Roundabout

The existing mini-roundabout configuration comprises of a 3-arm approach and is situated at the junction between A522 Tape Street and B5032 Ashbourne Road and can be seen in Figure 4.

Figure 4: Existing 3 arm roundabout – A522 Tape Street / B5032 Ashbourne Road

For the purposes of this junction assessment, the same vehicle trip demand used for the Reference Case VISSIM modelling has been used in the Junctions 9 assessment. The AM and PM peak modelling results for Tape St / Ashbourne roundabout are shown in Table 11.

Table 11: Existing Roundabout ARCADY results 2031 Future Year + COMDEV

Junction 4 - Mini Roundabout - Ashbourne Rd/Tape St

AM PM Queue Junction Queue Junction Delay (s) RFC Delay (s) RFC (Veh) Delay (s) (Veh) Delay (s) A - Tape St N 8 33.41 0.9 171 612.11 1.28 B - Ashbourne Rd 1 13.94 0.49 67.79 3 32.99 0.77 475.78 C - Tape St S 28 120.09 1.03 101 462.2 1.24

From the modelling assessment of vehicle trips, the results indicate that Tape Street North and Tape St South both operate over capacity in the AM peak with queues of 8 and 28 vehicles respectively. In contrast the Ashbourne Road arm of the junction operates under capacity with a 1 vehicle queue and an RFC of 0.49.

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Similarly to the AM peak, Tape Street North and South approach arms operate over capacity in the PM peak. Both approach arms have queues of 171 & 101 vehicles respectively, with RFC’s of 1.28 and 1.24. Again, the Ashbourne Road arm operates within capacity with queues of 3 and an RFC of 0.77.

3.4.2 Proposed Priority T-Junction Option – A522 Tape Street / B5032 Ashbourne Road

In an aim to mitigate the additional vehicle trips traversing the Cheadle network an option to reform the existing mini-roundabout to a priority T-Junction has been assessed. The proposed design has been revisited from the ‘Cheadle Traffic Review’ (Staffordshire County Council 2015). The design incorporates a single lane dedicated left and right approach from Ashbourne Road onto the A522 Tape Street.

The priority junction allows a modest increase in storage capacity while also allowing multiple concurrent movements out of Ashbourne Road. The design also provides better free-flowing vehicle moment along Tape Street and can be seen in Figure 5.

Figure 5: Proposed Priority T-Junction – A522 Tape Street / B5032 Ashbourne Road

The proposed design of the A522 Tape Street / Ashbourne Road has been assessed using PICADY. The PICADY model results for the proposed design are shown in Table 12.

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Table 12: 2031 Future Year + COMDEV - 2031 Do Something

Junction 4 - Priority Junction - Ashbourne Rd/Tape St AM PM Queue Junction Queue Junction Delay (s) RFC Delay (s) RFC (Veh) Delay (s) (Veh) Delay (s) A - Tape St N Stream B-C 0 11 0.19 0 14.29 0.23 B - Ashbourne Rd Stream B-A 3 68 0.78 6.9 96 2072.79 2.27 231.08

C - Tape St S Stream C-AB 0 8 0.19 0 8.93 0.29

In the AM peak, the results indicate that the junction offers much more capacity for the Tape Street major arm of the junction with no queuing and RFCs of 0.19 and 0.19 for both north & southbound movements.

The increase in capacity along the major arm of Tape Street is at the detriment of the Ashbourne Road minor road which has an RFC of 0.78 equating to a queue of 68 vehicles.

During the PM peak, the Tape Street major arm again benefits from having increased capacity with no queueing and RFC’s of 0.23 & 0.29 for the respective north & southbound movements.

The Ashbourne Road arm however is greatly over capacity with an RFC of 2.27 and queues of 96 vehicles.

Summary and Comparison

The results show that the proposed priority T- junction design for the A522 Tape Street / B5032 Ashbourne Road junction model performs better overall than the existing mini roundabout. Queuing and delays along the A522 Tape Street are lower than the queues experienced under the existing junction arrangement as the proposed design allows the free movement of vehicles away from the town centre and improves vehicle throughput along Tape Street.

Whilst Tape Street shows improvement in the proposed scheme design, it is to the detriment of the minor arm of Ashbourne Road in the PM peak. Queues have arisen from 3 vehicles in the PM peaks to 96 vehicles.

The increase in queue along the Ashbourne Road in the PM peak can be attributed to there not being sufficient gap time for vehicles to exit onto Tape Street due to the increased free flow. Overall however network performance benefits as traffic flows operate better with a priority junction along the major link than the mini roundabout.

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3.5 Other mitigations considered & assessed

3.5.1 A522 Tape Street and B5032 Ashbourne Road Signalised T-junction

The A522 Tape Street and B5032 Ashbourne Road junction had also been considered as a signalised T-junction, which operates on two signal stages.

The preliminary assessment of this design option showed that the link between this junction and the adjacent, upstream junction with A5222 / Well Street / Chapel Street is not of sufficient length to accommodate the volume of queueing vehicles.

The consequence of utilising traffic signals at this junction, creates a blocking-back effect onto the link and subsequent upstream roundabout, which in turn prevents vehicles from entering the roundabout and causes further queueing on all approach arms.

From observing the VISSIM model it could be seen that the identified problem occurred during the first 15 minutes of the peak hour. The issue proceeded to cause the entire network to enter grid lock state; therefore this solution is not seen to be feasible and has been removed from any further modelling assessment.

3.5.2 Signal Coordination along A522

Another alternative mitigation solution of implementing traffic signals to coordinated vehicle platooning through the A522 Leek Road / High Street / Tape Street junction, and A522 Tape Street / Queen Street junction has also been considered. When assessed this option indicated a negative practical reserve capacity (PRC) of -19.5% for the AM and - 28.4% for the PM, respectively.

As this option did not provide sufficient junction capacity it has not been taken forward and considered in detail within the Do – something VISSIM appraisal.

Signalisation of this part of the corridor has identified the high vehicular flow in the southbound direction, towards the Tape Street / Well Street / Chapel Street roundabout junction. The inability of the signalised option to improve vehicle flow with an acceptable level of delay presents the need for an alternative form of mitigation. The alternative will need to increase capacity at this stretch of the carriage due to the high level of vehicle flow from the North of the town centre at A522 Leek Road.

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3.5.3 Southbound Lane on the A522

As identified in the analysis of the local model results for the proposed priority T-junction at A522 Tape Street / B5032 Ashbourne Road, this option facilitates the southbound vehicle movement much better than the existing mini-roundabout. In the scenario featuring of the T-junction, the major road benefits from being uninterrupted, this in turn, benefits the overall network performance, as traffic can navigate the network more fluidly than in the existing scenario.

In order to maximise the potential of the T-junction, and to try to improve journey times and reduce congestion of vehicles travelling from A522 Leek Road in the North, to the A522 Tean Road in the South, we needed to test how it would cope with an even greater southbound flow. By providing an additional southbound lane on the A522, between the junction with the car park and the A522 / Well Street / Chapel Street roundabout (See Figure 6), the southbound vehicle flow would be increased and allow more vehicles to enter the model in the North, at A522 Leek Road.

Figure 6: Additional southbound lane on A522 Tape Street

3.6 Mitigation to be appraised in the Do – something VISSIM modelling

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As the only mitigation solutions to offer benefit of the reduction of congestion within the town centre the following network changes have subsequently been made to the Do – something VISSIM model network:

1. From the Junctions 9 investigation of the Tape Street / B5032 Ashbourne Road mini-roundabout (see Section 3.4.2) it was identified that the junction operated better if it was reverted to a priority T-junction arrangement as shown in Figure 7.

Figure 7: Proposed Priority T-Junction – A522 Tape Street / B5032 Ashbourne Road

2. An additional southbound lane on the A522, between the junction with the car park and south of the pedestrian crossing the A5222 / Well Street / Chapel Street roundabout junction, stretching approximately 140m metres in length (see Section 3.5.3). It should be noted that this option would likely require CPO of land effecting local business.

3.7 2031 Do – Something (Mitigation case) VISSIM Model

The Do-Something (Mitigation Case) model has been built from the Reference Case model. It is the view that the package of mitigation measures which have been appraised will be implemented within the model to holistically improve the Cheadle gyratory operation and subsequent network performance.

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3.7.1 AM & PM VISSIM Model Queue results

A detailed breakdown of the Flow and Queue Length, Journey Time and Delay results for both the AM and PM Mitigation Case can be seen in Table 13.

Table 13: 2031 Mitigation Case AM & PM Peak – Flow and Queue Length

Mitigation Case (With Highway Improvement)

AM PM

Flow (veh/h) Average Maximum Flow (veh/h) Average Maximum Junction Approach Arm Movement Average Maximum Average Maximum Queue Queue Queue Queue Queue Queue Queue Queue Length Length Length Length Lights Heavies (Vehicles) (Vehicles) Lights Heavies (Vehicles) (Vehicles) (m) (m) (m) (m)

A522 Leek Road (SB) Left: to A522 Tape Street (SB) 816 26 258 43 779 130 833 9 131 22 478 80 A521 High A522 Tape Street (NB) Right: to A522 Leek Road (NB) 474 10 0 0 60 10 446 0 0 0 70 12 Street / A522 Tape Street Straight: to A522 Leek Road (NB) 251 15 418 12 A521 High Street 1 0 51 9 1 0 81 14 Right: to A522 Tape Street (SB) 170 8 200 0 Left: to A522 Tape Street (SB) 253 9 280 3 B5417 Queen Street 41 7 146 24 155 26 356 59 Right: to A522 Tape Street (NB) 33 6 21 0 B5417 Queen Straight: to A522 Tape Street (NB) 442 4 424 0 Street / A522 A522 Tape Street (NB) 7 1 53 9 4 1 48 8 Tape Street Right: to B5417 Queen Street 84 1 96 0 Left: to B5417 Queen Street 88 11 100 0 A522 Tape Street (SB) 2 0 66 11 14 2 102 17 Straight: to A522 Tape Street (SB) 898 24 931 9 Left: to Well Street 100 0 120 0 A522 Tape Street (SB) Straight: to A522 Tape Street (SB) 519 25 7 1 109 18 704 3 80 13 252 42 Right: to A521 Chapel Street 444 8 360 10 Left: to A522 Tape Street (SB) 44 0 94 0 Well Street Straight: to A521 Chapel Street 51 2 1 0 20 3 138 0 15 3 73 12 A522 Tape Street / Well Right: to A522 Tape Street (NB) 48 0 150 0 Street / A521 Left: to A521 Chapel Street 210 18 188 5 Chapel Street A522 Tape Street (NB) Straight: to A522 Tape Street (NB) 471 5 197 33 266 44 364 0 252 42 269 45 Right: to Well Street 53 0 52 0 Left: to A522 Tape Street (NB) 3 0 3 0 A521 Chapel Street Straight: to Well Street 68 0 1 0 22 4 69 0 2 0 38 6 Right: to A522 Tape Street (SB) 197 0 258 0 Left: to B5032 Ashbourne Road 230 4 296 1 A522 Tape Street (SB) 0 0 0 0 0 0 0 0 Straight: to A522 Tape Street (SB) 530 21 763 2 A522 Tape Left: to Tape Street (SB) 44 1 15 0 Street / B5032 B5032 Ashbourne Road 561 94 774 129 721 120 774 129 Ashbourne Road Right: to A522 Tape Street (NB) 62 1 31 0 Straight: to A522 Tape Street (NB) 672 22 572 5 A522 Tape Street (NB) 133 22 176 29 164 27 179 30 Right: to B5032 Ashbourne Road 77 0 86 0

A521 High Street / Tape Street

In the AM Peak the highest average queue length experienced at this junction is of 258m, which is on the A522 Leek Road and equates to approximately 43 vehicles.

In the PM peak, the highest queue is again experienced on the A522 Leek Road arm, with an average queue length 131m which equates to 22 vehicles. This is attributable to the high southbound flow on this link in both the AM and PM peak periods.

B5417 Queen Street / A522 Tape Street

In the AM Peak the highest average queue length experienced at this junction is of 41m, which is on the B5417 Queen Street arm, equating to approximately 7 vehicles.

In the PM peak, the highest queue is experienced on the B5417 Queen Street arm, with an average queue length 155m which equates to 26 vehicles.

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The recurring problem of heavy flow in the southbound direction has been somewhat reduced following the package of mitigation measures, which has in turn, reduced the queue on B5417 Queen Street where vehicles are now able to exit the junction.

A522 Tape Street / Well Street / A521 Chapel Street

In the AM Peak the highest average queue length experienced at this junction is of 197m, which is on the A522 Tape Street (NB) arm, equating to approximately 33 vehicles.

In the PM peak, the highest queue is again experienced on the A522 Tape Street (NB) arm, with an average queue length 252m which equates to 42 vehicles.

The PM Peak scenario reflects the same problematic junctions as identified in the AM peak, only with worse results. The PM peak scenario features higher overall traffic volumes and therefore causes increased queuing at the pinch points that have been identified. The heavy queuing here blocks back along Tape Street (NB) to the South of the network. These vehicles are caused to give-way to the right at the mini-roundabout, which disrupts the flow on the mainline.

A522 Tape Street / B5032 Ashbourne Road

In the AM Peak, the highest average queue length was recorded on the B5032 Ashbourne Road, with the average queue length of 561m; equating to approximately 94 vehicles.

In the PM peak, the highest average queue length of 721m is again recorded at A522 Tape Street arm (NB), equating to approximately 120 vehicles.

B5032 Ashbourne Road experiences large queues because of the conversion of the former mini-roundabout into a T-junction. This is due to increased north/south flow on the major road, which causes an increased difficulty of access onto the main carriageway due to reduced gap time and the platooning north/south vehicle flow.

3.7.2 AM & PM Mitigation Case VISSIM Model Journey time results

A detailed breakdown of the Journey Time and Delay results for both the AM and PM Mitigation Case can be seen in Table 14.

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Table 14: 2031 Mitigation Case AM & PM Peak - Travel Time and Delay

Mitigation Case (With Highway Improvement)

AM PM Modelled Route Direction Route Section Distance Modelled Modelled Modelled Modelled (m) Time (sec) Delay (sec) Time (sec) Delay (sec)

Southbound Corridor 1 485.5 110.3 66.7 98.4 54.6 Southbound Corridor 2 36.9 11.5 5.8 10.5 5

A522 Leek Road to A522 Southbound Corridor 3 227.1 38.9 17 64.9 43 Southbound Tean Rd Southbound Corridor 4 117.8 15.4 4 16.6 4.6 Southbound Corridor 5 277.9 27.1 3.8 25.3 1.8 Total 1145.2 203.2 97.3 215.7 109 Northbound Corridor 1 254.4 112.4 90.7 132 110.3 Northbound Corridor 2 95.3 36.7 26.8 34.8 24.8

A522 Tean Road to A522 Northbound Corridor 3 253.5 36 12 33.6 9.5 Northbound Leek Road Northbound Corridor 4 36.4 8 2.4 8 2.3 Northbound Corridor 5 500.7 51.8 7.9 53.2 9.4 Total 1140.3 244.9 139.8 261.6 156.3 Westbound Corridor 690 1305.2 1245.1 2332.5 2273 B5032 Ashbourne Road Westbound Total 690 1305.2 1245.1 2332.5 2273 A521 Chapel Street / Westbound Corridor 1 428 65.5 10.5 65.1 9.9 A522 Tape Street Westbound Westbound Corridor 2 293 26.4 0.5 26.8 0.9 Junction to A521 Town End / Lid Lane Junction Total 721 91.9 11 91.9 10.8 Eastbound Corridor 1 298 27.9 2.3 27.8 2 A521 Town End / Lid Eastbound Corridor 2 132 20.7 2.6 20.5 1.5 Lane Junction to A521 Easttbound Eastbound Corridor 3 63 11.8 2.4 9.1 0.5 Chapel Street / A522 Tape Street Junction Eastbound Corridor 4 204 34.6 5.1 34.8 5.3 Total 697 95 12.4 92.2 9.3 A521 Town End / Lid Northeast Corridor 1 298 27.9 2.3 27.8 2 Lane Junction to A521 Northeast Northeast Corridor 2 386 59.8 6.6 60.5 7 High Street / A522 Leek Road Junction Total 684 87.7 8.9 88.3 9

A522 Leek Road to A522 Tean Road (Southbound)

The southbound corridor has a total length of 1145.2m in the AM Peak it can be seen that and takes a total journey time of 203.2 seconds, which equates to an average speed achieved of 5.63 metres per second (approximately 12.6 miles per hour).

In the PM peak it can be seen that journey times are slightly longer in the southbound direction, recording a complete journey of the southbound corridor in 215.7 seconds. The average speed through the southbound corridor is 5.3 metres per second (approximately 11.9 miles per hour).

The first section of the southbound corridor takes the greatest amount of time to travel; this is partly due to it comprising of the longest distance of the 5 sections but also due to the congestion at this location, as noted in the queue and delay results.

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A522 Tean Road to A522 Leek Road (Northbound)

The northbound corridor has a total length of 1140.3m and in the AM peak it can be seen that it takes a total journey time of 244.9 seconds, which equates to an average speed of 4.65 metres per second (approximately 10.4 miles per hour).

Conversely, the northbound direction of travel in the PM peak is much shorter, recording a complete journey of the northbound corridor in 231.6 seconds. The average speed through the northbound corridor is 4.35 metres per second (approximately 9.7 miles per hour).

The first section of the route takes the greatest amount of time to travel, which is due to the congestion at this location, incurring at the mini-roundabout junction at A522 Tape Street / B5032 Ashbourne Road.

B5032 Ashbourne Road

The westbound corridor has a total length of 690m and in the AM peak it can be seen that takes a total journey time of 1305.2 seconds (22 Minutes), which equates to an average speed of 0.5 metres per second (approximately 1.1 miles per hour).

In the PM peak it can be seen that takes a total journey time of 2332.5 seconds, which equates to an average speed of 0.29 metres per second (approximately 0.6 miles per hour).

Due to the overall network receiving higher flow conditions in the PM peak, vehicle movements around the network as a whole are slower than in the AM peak; however, the B5032 Ashbourne Road also experiences large queues because of the conversion of the former mini-roundabout into a T-junction. This is due to increased north/south flow on the major road and the increased difficulty of access onto the main carriageway.

A521 Chapel Street / A522 Tape Street Junction to Town End / Lid Lane

The westbound corridor has a total length of 721m and in the AM peak it can be seen that takes a total journey time of 91.9 seconds, which equates to an average speed of 7.8 metres per second (approximately 17.4 miles per hour).

In the PM peak it can be seen that it also takes a total journey time of 91.9 seconds, which equates to an average speed of 7.8 metres per second (approximately 17.4 miles per hour).

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A521 Town End / Lid Lane Junction to A521 Chapel Street / A522 Tape Street

The westbound corridor has a total length of 697m and in the AM peak it can be seen that takes a total journey time of 95 seconds, which equates to an average speed of 7.3 metres per second (approximately 16.3 miles per hour).

In the PM peak it can be seen that takes a total journey time of 92.2 seconds, which equates to an average speed of 7.6 metres per second (approximately 17 miles per hour).

This route takes a similar time to travel, with vehicles achieving the same average speeds, in both the AM and PM peak period, despite the overall flow conditions being different between the two. The comparable travel time indicates that this section of the model runs smoothly with only minimal delays.

A521 Town End / Lid Lane Junction to A521 High Street / A522 Leek Road

The westbound corridor has a total length of 684m and in the AM peak it can be seen that takes a total journey time of 87.8 seconds, which equates to an average speed of 7.8 metres per second (approximately 17.4 miles per hour).

In the PM peak it can be seen that takes a total journey time of 88.3 seconds, which equates to an average speed of 7.7 metres per second (approximately 17.2 miles per hour).

3.7.3 Summary of results

During the Mitigation Case scenario, the highway network has received two notable infrastructure changes, which collectively provide a fundamental mitigation solution to offset the increase in traffic up to 2031.

The 2031 year of assessment features factored up 2017 background traffic levels, to create the 2031 background traffic, as stated in section 2.5 and in addition to this, the site specific developments have also been included (see section 2.6). When these two elements are combined, the negative effects on the network are experienced at various pinch points that are identified in the preceding queue length and journey time results.

Similarly to the 2031 Reference Case model results, the A522 Leek Road receives queues and delays in both the AM and PM time periods, as vehicles struggle access the town centre from the North.

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The mitigation options however mean the delays and queues experienced on this link are largely reduced. There is still congestion experienced at the A522 Tape Street / Well Street / A521 Chapel Street roundabout but due to the introduction of an additional southbound lane on A522 Tape Street it is moving smoothly.

The blocking back is still occurring, northwards, on A522 Tape Street, caused by the aforementioned roundabout and therefore queueing on B5417 Queen Street in both the AM and PM time periods is present, although this is less than that of the Reference Case. The queuing on B5417 Queen Street is more notable in the PM peak, with an average queue of 26 vehicles, as opposed to the 7 vehicles in the AM.

The previous heavy queuing and delays, experienced in the Reference Case model on the A522 Tape Street (NB), due to the mini-roundabout between A522 Tape Street and B5032 Ashbourne Road have been significantly reduced. The mini-roundabout disrupted the high north/south vehicle flow on the principal route, which consequently caused the A522 Tape Street (NB) to experience sizable queues and lengthy delays.

The mini-roundabout has been converted into a priority T-junction as part of the mitigation works, which has alleviated much of the queueing on the major road. This has come at the detriment of the minor road, B5032 Ashbourne Road which now experiences queuing and delay, as vehicles struggle to pull out onto the main road due to insufficient gap time.

In contrast to the 2031 Reference Case, which experienced extensive queues and delays, The 2031 Mitigation Case scenario presents benefits which are twofold, as it largely alleviates much of the queuing, and in addition, the mitigation measures allow a greater number of vehicles to enter the network than in the Reference Case model.

The overall network performance is increased and can therefore facilitate a much greater number of vehicles. The negative implication of the mitigation works comes in the form of increased queueing and delay on B5032 Ashbourne Road, which experiences some delay through the junction conversion to a priority T-junction.

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3.8 Do – Something Mitigation Case & 2017 Base Comparison

An assessment of the modelled queue length between the 2017 base year and 2031 Mitigation Case scenarios has been undertaken, to establish the impact of the queues at the approach to the junctions between the two different scenarios. Queue length comparisons being drawn between the two scenarios are not directly comparable, as there are two variables to be compared here; the increase in traffic over time and highway characteristic. Despite these factors being different, a comparison of this nature will provide an indication of the difference in queue levels in the Town Centre.

3.8.1 AM Peak Queue Lengths

The AM model output result comparison between the 2017 base year and 2031 Mitigation Case is show in Table 15.

During the AM Peak, the model outputs show that the average queue length has increased by 252m in length in the Mitigation Case (approximately 42 vehicles) and the maximum queue length recorded, has increased by 686m (approximately 114 vehicles) on the A522 Leek Road (N) approach arm. The level of increase from the 2017 Base to the 2031 Mitigation Case is due to the higher vehicle demand associated with the future background growth, coupled with the identified committed development trips travelling through this link. The other approach arms: the A522 Tape Street (S) and A521 High Street, show minimal difference in queue length between the scenarios.

The output results on the B5417 Queen Street shows a small increase in average and maximum queue length in the 2031 Mitigation Case, by 37ms (approximately 6 vehicles) and 89ms (approximately 15 vehicles) respectively. The level of increase is considered insignificant when considering the large increase to total traffic on the network. The A522 Tape Street north and south approach arms have negligible difference between the two scenarios and both show free flowing traffic.

Three approach arms at the A522 Tape Street / A521 Chapel Street / Well street roundabout has negligible changes in overall average queues and maximum queues. Only the A522 Tape Street (S) arm has a higher increase in average and maximum queues; the queue length results show an increase of 187m (31 vehicles) and 117m (20 vehicles), respectively. The overall increase in queues can be considered as small when considering the overall performance of the junction.

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The B5032 Ashbourne Road approach arm has a significant increase in queue length as indicated by the model output results. The overall average and maximum queue length has increased by 561m (94 vehicles) and 755m (126 vehicles), respectively. This level of increase is caused by the much higher and uninterrupted flow on A522 Tape Street (S). The addition of the T-junction, forming part of the mitigation package, has favoured the principal north/south movement at the expense of the minor road, Ashbourne Road.

3.8.2 PM Peak Queue Lengths

The PM model output result comparison between the 2017 base year and 2031 Mitigation Case is show in Table 16.

The PM Peak model output shows that the majority of the approach arms along the A522 corridor have insignificant differences in overall queue length between the two scenarios. When taking into consideration that the level of traffic demand in the 2031 PM is significantly higher, in comparison to 2017 PM base scenario, this presents a favourable result.

The most notable and significant increase in queue length is at B5032 Ashbourne Road. The average queue length on B5032 Ashbourne Road has increased by 720m (120 vehicles) and the subsequent maximum queue length over the peak hour is 733m (122 vehicles). The B5032 Ashbourne Road approach arm shows the same queuing problems as described in section 3.8.1. The major benefits of the converting the existing mini- roundabout to a priority T-junctions as part of the mitigation package of measures favours the principle north/south movement at the detriment of the minor arm.

Doc. Ref.:COSTCDT6573 /Rep 002 Rev. FINAL - 43 - Issued: April 2017 Project Name Cheadle Town Centre – Phase 2 Document Title Transport Study Report

Table 15: 2017 Base Year and 2031 AM Peak Mitigation Case – Modelled Flow and Queue Length Comparison

2017 and 2031 AM Peak - Modelled Queue Length Comparison

2017 Base (Without Highway Improvement) 2031 Mitigation Case (With Highway Improvement) Difference

Average Maximum Average Maximum Average Maximum Junction Approach Arm Movement Flow (veh/h) Average Maximum Flow (veh/h) Average Maximum Flow (veh/h) Average Maximum Queue Queue Queue Queue Queue Queue Queue Queue Queue Queue Queue Queue Length Length Length Length Length Length (Vehicles) (Vehicles) (Vehicles) (Vehicles) (Vehicles) (Vehicles) Lights Heavies (m) (m) Lights Heavies (m) (m) Lights Heavies (m) (m)

A522 Leek Road (SB) Left: to A522 Tape Street (SB) 576 26 6 1 93 16 816 26 258 43 779 130 240 0 252 42 686 114 A521 High A522 Tape Street (NB) Right: to A522 Leek Road (NB) 357 11 0 0 64 11 474 10 0 0 60 10 117 -1 0 0 -4 -1 Street / A522 Tape Street Straight: to A522 Leek Road (NB) 167 10 251 15 84 5 A521 High Street 1 0 31 5 1 0 51 9 0 0 20 3 Right: to A522 Tape Street (SB) 163 9 170 8 7 -1 Left: to A522 Tape Street (SB) 235 7 253 9 18 2 B5417 Queen Street 4 1 57 10 41 7 146 24 37 6 89 15 Right: to A522 Tape Street (NB) 20 6 33 6 13 0 B5417 Queen Straight: to A522 Tape Street (NB) 334 5 442 4 108 -1 Street / A522 A522 Tape Street (NB) 3 1 52 9 7 1 53 9 4 1 1 0 Tape Street Right: to B5417 Queen Street 94 1 84 1 -10 0 Left: to B5417 Queen Street 79 12 88 11 9 -1 A522 Tape Street (SB) 0 0 30 5 2 0 66 11 2 0 36 6 Straight: to A522 Tape Street (SB) 658 24 898 24 240 0 Left: to Well Street 96 0 100 0 4 0 A522 Tape Street (SB) Straight: to A522 Tape Street (SB) 397 23 3 1 116 19 519 25 7 1 109 18 122 2 4 1 -7 -1 Right: to A521 Chapel Street 317 8 444 8 127 0 Left: to A522 Tape Street (SB) 42 0 44 0 2 0 Well Street Straight: to A521 Chapel Street 51 2 0 0 15 3 51 2 1 0 20 3 0 0 1 0 5 1 A522 Tape Street / Well Right: to A522 Tape Street (NB) 45 0 48 0 3 0 Street / A521 Left: to A521 Chapel Street 227 16 210 18 -17 2 Chapel Street A522 Tape Street (NB) Straight: to A522 Tape Street (NB) 382 6 10 2 149 25 471 5 197 33 266 44 89 -1 187 31 117 20 Right: to Well Street 56 0 53 0 -3 0 Left: to A522 Tape Street (NB) 2 0 3 0 1 0 A521 Chapel Street Straight: to Well Street 61 0 0 0 20 3 68 0 1 0 22 4 7 0 1 0 2 0 Right: to A522 Tape Street (SB) 185 0 197 0 12 0 Left: to B5032 Ashbourne Road 215 3 230 4 15 1 A522 Tape Street (SB) 1 0 49 8 0 0 0 0 -1 0 -49 -8 Straight: to A522 Tape Street (SB) 413 20 530 21 117 1 A522 Tape Left: to Tape Street (SB) 67 1 44 1 -23 0 Street / B5032 B5032 Ashbourne Road 0 0 19 3 561 94 774 129 561 94 755 126 Ashbourne Road Right: to A522 Tape Street (NB) 144 4 62 1 -82 -3 Straight: to A522 Tape Street (NB) 519 18 672 22 153 4 A522 Tape Street (NB) 2 0 167 28 133 22 176 29 131 22 9 2 Right: to B5032 Ashbourne Road 66 0 77 0 11 0

Doc. Ref.:COSTCDT6573 /Rep 002 Rev. FINAL - 44 - Issued: April 2017 Project Name Cheadle Town Centre – Phase 2 Document Title Transport Study Report

Table 16: 2017 Base Year and 2031 PM Peak Mitigation Case – Modelled Flow and Queue Length Comparison

2017 and 2031 PM Peak - Modelled Queue Length Comparison

2017 Base (Without Highway Improvement) 2031 Mitigation Case (With Highway Improvement) Difference

Average Maximum Average Maximum Average Maximum Junction Approach Arm Movement Flow (veh/h) Average Maximum Flow (veh/h) Average Maximum Flow (veh/h) Average Maximum Queue Queue Queue Queue Queue Queue Queue Queue Queue Queue Queue Queue Length Length Length Length Length Length (Vehicles) (Vehicles) (Vehicles) (Vehicles) (Vehicles) (Vehicles) Lights Heavies (m) (m) Lights Heavies (m) (m) Lights Heavies (m) (m)

A522 Leek Road (SB) Left: to A522 Tape Street (SB) 628 0 76 13 347 58 833 9 131 22 478 80 205 9 55 9 131 22 A521 High A522 Tape Street (NB) Right: to A522 Leek Road (NB) 379 0 0 0 59 10 446 0 0 0 70 12 67 0 0 0 11 2 Street / A522 Tape Street Straight: to A522 Leek Road (NB) 216 7 418 12 202 5 A521 High Street 2 0 50 8 1 0 81 14 -1 0 31 5 Right: to A522 Tape Street (SB) 188 0 200 0 12 0 Left: to A522 Tape Street (SB) 293 5 280 3 -13 -2 B5417 Queen Street 170 28 346 58 155 26 356 59 -15 -3 10 2 Right: to A522 Tape Street (NB) 17 0 21 0 4 0 B5417 Queen Straight: to A522 Tape Street (NB) 362 0 424 0 62 0 Street / A522 A522 Tape Street (NB) 13 2 48 8 4 1 48 8 -9 -2 0 0 Tape Street Right: to B5417 Queen Street 125 0 96 0 -29 0 Left: to B5417 Queen Street 84 0 100 0 16 0 A522 Tape Street (SB) 0 0 24 4 14 2 102 17 14 2 78 13 Straight: to A522 Tape Street (SB) 732 0 931 9 199 9 Left: to Well Street 113 0 120 0 7 0 A522 Tape Street (SB) Straight: to A522 Tape Street (SB) 591 3 231 39 253 42 704 3 80 13 252 42 113 0 -151 -25 -1 0 Right: to A521 Chapel Street 300 2 360 10 60 8 Left: to A522 Tape Street (SB) 92 0 94 0 2 0 Well Street Straight: to A521 Chapel Street 130 0 28 5 73 12 138 0 15 3 73 12 8 0 -13 -2 0 0 A522 Tape Street / Well Right: to A522 Tape Street (NB) 139 0 150 0 11 0 Street / A521 Left: to A521 Chapel Street 266 5 188 5 -78 0 Chapel Street A522 Tape Street (NB) Straight: to A522 Tape Street (NB) 356 0 17 3 153 26 364 0 252 42 269 45 8 0 235 39 116 19 Right: to Well Street 71 0 52 0 -19 0 Left: to A522 Tape Street (NB) 3 0 3 0 0 0 A521 Chapel Street Straight: to Well Street 61 0 3 1 104 17 69 0 2 0 38 6 8 0 -1 0 -66 -11 Right: to A522 Tape Street (SB) 244 0 258 0 14 0 Left: to B5032 Ashbourne Road 64 0 296 1 232 1 A522 Tape Street (SB) 6 1 183 31 0 0 0 0 -6 -1 -183 -31 Straight: to A522 Tape Street (SB) 287 1 763 2 476 1 A522 Tape Left: to Tape Street (SB) 241 0 15 0 -226 0 Street / B5032 B5032 Ashbourne Road 1 0 41 7 721 120 774 129 720 120 733 122 Ashbourne Road Right: to A522 Tape Street (NB) 0 0 31 0 31 0 Straight: to A522 Tape Street (NB) 639 2 572 5 -67 3 A522 Tape Street (NB) 17 3 169 28 164 27 179 30 147 25 10 2 Right: to B5032 Ashbourne Road 0 0 86 0 86 0

Doc. Ref.:COSTCDT6573 /Rep 002 Rev. FINAL - 45 - Issued: April 2017 Project Name Cheadle Town Centre – Phase 2 Document Title Transport Study Report

3.9 Do – Something Mitigation Case & Reference Case Vissim Comparison The outputs from the following assessments provide a comparison between the ‘2031 Reference Case’ and ‘2031 Mitigation Case’ scenarios. The assessment has been used to indicate performance related benefits and dis- benefits to the network in Cheadle Town Centre, following the implementation of mitigation measures. The findings are presented in the following paragraphs.

3.9.1 AM Peak Traffic Flows

Examination of traffic flows during the AM Peak reveals that the Mitigation Case model facilitates an increase in traffic along a number of links through Cheadle, in comparison to the Reference Case. Of particular note is the A522 Tape Street corridor, in both the northbound and southbound directions.

A significant increase in vehicular flow was observed at A522 Tape Street at the junction with Ashbourne Road, where increases by 255 vehicles in the northbound direction and 38 vehicles turning right onto Ashbourne Road.

The increase in vehicle flow on A522 Tape Street comes at the detriment of B5032 Ashbourne Road, whereby the conversion of the former mini-roundabout into a T- junction allows 125 less vehicles to enter the network from Ashbourne Road.

The remaining routes showed lesser increases with many only exhibiting negligible differences.

Despite the network accommodating 661 more vehicles in the Mitigation Case scenario, the modelled flows show that the network generally operates within capacity.

3.9.2 AM Peak Queue Lengths

The effects of the mitigation infrastructure show some improvements to queue lengths along a number of links within the town centre during the AM Peak. Of particular note are flows along A522 Leek Road (N), which post mitigation are forecast to receive a considerable reduction from an average queue length of 411m to 258m (reduction of 153 metres). Assuming an average length of 6 metres is approximately one Passenger Car Unit (PCU), the decrease of 153m following mitigation measures equates to an approximate queue reduction of 126 vehicles.

Doc. Ref.:COSTCDT6573 /Rep 002 Rev. FINAL - 46 - Issued: April 2017 Project Name Cheadle Town Centre – Phase 2 Document Title Transport Study Report

Other notable average queue length reductions are also witnessed on B5417 Queen Street and A522 Tape Street of 112m and 57m, respectively. These two reductions equate to approximately a 19 vehicle reduction on B54217 Queen Street and 10 vehicles on A522 Tape Street.

Conversely, several links and arms exhibit an increase in queuing following the mitigation measures. Of note is the A522 Tape Street (S) which exhibits an increase in modelled average queue length from 11m to 197m (a 31 vehicle increase). This is attributable to vehicles giving way to the significant increase to southbound traffic volumes approaching the Tape Street/Chapel Street/Well Street roundabout.

Another increase in average queue length is observed on B5032 Ashbourne Road, increasing from 0 to 561m, equating to approximately 94 vehicles. This is caused by the much higher and uninterrupted flow on A522 Tape Street (S). The addition of the T- junction, forming part of the mitigation package, has favoured the principal north/south movement at the expense of the minor road, Ashbourne Road.

3.9.3 PM Peak Traffic Flows

Examination of traffic flows during the PM Peak reveals that the Mitigation Case model facilitates a significant increase in traffic, along a number of links through Cheadle, in comparison to the Reference Case. Of particular note is the A522 Leek Road (SB) movement where an increase from 580 to 833 light vehicles is observed (a 253 vehicle increase). Increases in vehicle levels are also experienced further down this corridor, at A522 Tape Street (SB), which shows increases of 232 light vehicles.

In the northbound direction of however, there is a decrease in vehicles, which presents a trade off against the increased southbound movement. These decreases are as a result of the increased flow which is accommodated by the additional southbound lane along Tape Street.

The extra traffic assigned onto the network during the PM Peak hour, resulting from the increased southbound flow, restricts the vehicle movements from the A522 Tape Street (NB) approach arm of the Tape Street/Chapel Street/Well Street roundabout. This is because vehicles are giving way to a higher vehicle flow in the Mitigation Case scenario.

Similarly to the AM, the B5032 Ashbourne Road also experiences large queues due to increased north/south flow on the major road. This is compounded with the increased difficulty accessing the main carriageway due to of the conversion of the former mini- roundabout into a T-junction.

Doc. Ref.:COSTCDT6573 /Rep 002 Rev. FINAL - 47 - Issued: April 2017 Project Name Cheadle Town Centre – Phase 2 Document Title Transport Study Report

Despite the increased queueing on Ashbourne Road, the Mitigation Case scenario allows 185 additional vehicles to pass through the network during the peak hour.

3.9.4 PM Peak Queue Lengths

The PM Peak results resemble the same trends as shown in the AM Peak, whereby A522 Leek Road (N) experiences a significant queue reduction between the two modelled scenarios. The queue on this link has an average queue length of 571m, reduced to 131m, thereby receiving a reduction of 440m following the implementation of the mitigation strategy. Assuming an average length of 6 metres is approximately one Passenger Car Unit (PCU), this queue length saving is the equivalent of 73 vehicles. Again, similarly to the AM assessment, queue length reductions are substantial on B5417 Queen Street and A522 Tape Street; reducing queues by 115m and 152m, respectively.

The junctions and links which experience an increase to average queue length, are again, similar to the AM scenario. The A522 Tape Street (S) experiences an increase in modelled average queue length from 32m to 252m (a 36 vehicle increase) and this is again is attributable to effects of the higher southbound traffic volumes approaching the Tape Street/Chapel Street/Well Street roundabout.

Another increase in average queue length is observed on B5032 Ashbourne Road increasing from 8m to 721m, equating to approximately 120 vehicles. This is caused by the much higher and uninterrupted flow on A522 Tape Street (S). The causation again being the new T-junction, forming part of the mitigation package, which has favoured the principal north/south movement on Tape Street at the expense of the minor road, Ashbourne Road.

A complete list of the average and maximum queue length modelled AM and PM outputs for the Reference Case model is shown in Table 17, and Mitigation Case model is shown in Table 18.

Doc. Ref.:COSTCDT6573 /Rep 002 Rev. FINAL - 48 - Issued: April 2017 Project Name Cheadle Town Centre – Phase 2 Document Title Transport Study Report

Table 17: 2031 AM Peak – Modelled Flow and Queue Length Comparison

2031 AM Peak - Modelled Queue Length Comparison

Reference Case (Without Highway Improvement) Mitigation Case (With Highway Improvement) Difference

Flow (veh/h) Average Maximum Flow (veh/h) Average Maximum Flow (veh/h) Average Maximum Junction Approach Arm Movement Average Maximum Average Maximum Average Maximum Queue Queue Queue Queue Queue Queue Queue Queue Queue Queue Queue Queue Length Length Length Length Length Length Lights Heavies (Vehicles) (Vehicles) Lights Heavies (Vehicles) (Vehicles) Lights Heavies (Vehicles) (Vehicles) (m) (m) (m) (m) (m) (m)

A522 Leek Road (SB) Left: to A522 Tape Street (SB) 786 26 411 69 895 149 816 26 258 43 779 130 30 0 -153 -26 -116 -19 A521 High A522 Tape Street (NB) Right: to A522 Leek Road (NB) 401 10 0 0 59 10 474 10 0 0 60 10 73 0 0 0 1 0 Street / A522 Tape Street Straight: to A522 Leek Road (NB) 250 15 251 15 1 0 A521 High Street 1 0 49 8 1 0 51 9 0 0 2 0 Right: to A522 Tape Street (SB) 169 9 170 8 1 -1 Left: to A522 Tape Street (SB) 236 7 253 9 17 2 B5417 Queen Street 153 26 346 58 41 7 146 24 -112 -19 -200 -33 Right: to A522 Tape Street (NB) 30 6 33 6 3 0 B5417 Queen Straight: to A522 Tape Street (NB) 371 4 442 4 71 0 Street / A522 A522 Tape Street (NB) 9 2 53 9 7 1 53 9 -2 0 0 0 Tape Street Right: to B5417 Queen Street 68 1 84 1 16 0 Left: to B5417 Queen Street 87 12 88 11 1 -1 A522 Tape Street (SB) 5 1 102 17 2 0 66 11 -3 -1 -36 -6 Straight: to A522 Tape Street (SB) 866 24 898 24 32 0 Left: to Well Street 96 0 100 0 4 0 A522 Tape Street (SB) Straight: to A522 Tape Street (SB) 481 23 64 11 254 42 519 25 7 1 109 18 38 2 -57 -10 -145 -24 Right: to A521 Chapel Street 438 8 444 8 6 0 Left: to A522 Tape Street (SB) 43 0 44 0 1 0 Well Street Straight: to A521 Chapel Street 52 2 1 0 18 3 51 2 1 0 20 3 -1 0 0 0 2 0 A522 Tape Street / Well Right: to A522 Tape Street (NB) 49 0 48 0 -1 0 Street / A521 Left: to A521 Chapel Street 159 19 210 18 51 -1 Chapel Street A522 Tape Street (NB) Straight: to A522 Tape Street (NB) 379 5 11 2 101 17 471 5 197 33 266 44 92 0 186 31 165 28 Right: to Well Street 39 0 53 0 14 0 Left: to A522 Tape Street (NB) 3 0 3 0 0 0 A521 Chapel Street Straight: to Well Street 68 0 0 0 24 4 68 0 1 0 22 4 0 0 1 0 -2 0 Right: to A522 Tape Street (SB) 193 0 197 0 4 0 Left: to B5032 Ashbourne Road 219 3 230 4 11 1 A522 Tape Street (SB) 0 0 27 5 0 0 0 0 0 0 -27 -5 Straight: to A522 Tape Street (SB) 501 20 530 21 29 1 A522 Tape Left: to Tape Street (SB) 75 1 44 1 -31 0 Street / B5032 B5032 Ashbourne Road 0 0 34 6 561 94 774 129 561 94 740 123 Ashbourne Road Right: to A522 Tape Street (NB) 156 4 62 1 -94 -3 Straight: to A522 Tape Street (NB) 417 20 672 22 255 2 A522 Tape Street (NB) 143 24 172 29 133 22 176 29 -10 -2 4 1 Right: to B5032 Ashbourne Road 39 0 77 0 38 0

Doc. Ref.:COSTCDT6573 /Rep 002 Rev. FINAL - 49 - Issued: April 2017 Project Name Cheadle Town Centre – Phase 2 Document Title Transport Study Report

Table 18: 2031 PM Peak – Modelled Flow and Queue Length Comparison

2031 PM Peak - Modelled Queue Length Comparison

Reference Case (Without Highway Improvement) Mitigation Case (With Highway Improvement) Difference

Flow (veh/h) Average Maximum Flow (veh/h) Average Maximum Flow (veh/h) Average Maximum Junction Approach Arm Movement Average Maximum Average Maximum Average Maximum Queue Queue Queue Queue Queue Queue Queue Queue Queue Queue Queue Queue Length Length Length Length Length Length Lights Heavies (Vehicles) (Vehicles) Lights Heavies (Vehicles) (Vehicles) Lights Heavies (Vehicles) (Vehicles) (m) (m) (m) (m) (m) (m)

A522 Leek Road (SB) Left: to A522 Tape Street (SB) 580 5 571 95 883 147 833 9 131 22 478 80 253 4 -440 -73 -405 -68 A521 High A522 Tape Street (NB) Right: to A522 Leek Road (NB) 499 0 0 0 66 11 446 0 0 0 70 12 -53 0 0 0 4 1 Street / A522 Tape Street Straight: to A522 Leek Road (NB) 418 12 418 12 0 0 A521 High Street 7 1 163 27 1 0 81 14 -6 -1 -82 -14 Right: to A522 Tape Street (SB) 193 0 200 0 7 0 Left: to A522 Tape Street (SB) 262 5 280 3 18 -2 B5417 Queen Street 270 45 356 59 155 26 356 59 -115 -19 0 0 Right: to A522 Tape Street (NB) 20 0 21 0 1 0 B5417 Queen Straight: to A522 Tape Street (NB) 481 0 424 0 -57 0 Street / A522 A522 Tape Street (NB) 20 3 55 9 4 1 48 8 -16 -3 -7 -1 Tape Street Right: to B5417 Queen Street 135 0 96 0 -39 0 Left: to B5417 Queen Street 74 0 100 0 26 0 A522 Tape Street (SB) 89 15 102 17 14 2 102 17 -75 -13 0 0 Straight: to A522 Tape Street (SB) 699 5 931 9 232 4 Left: to Well Street 97 0 120 0 23 0 A522 Tape Street (SB) Straight: to A522 Tape Street (SB) 573 3 232 39 258 43 704 3 80 13 252 42 131 0 -152 -25 -6 -1 Right: to A521 Chapel Street 275 6 360 10 85 4 Left: to A522 Tape Street (SB) 103 0 94 0 -9 0 Well Street Straight: to A521 Chapel Street 135 0 47 8 73 12 138 0 15 3 73 12 3 0 -32 -5 0 0 A522 Tape Street / Well Right: to A522 Tape Street (NB) 154 0 150 0 -4 0 Street / A521 Left: to A521 Chapel Street 287 5 188 5 -99 0 Chapel Street A522 Tape Street (NB) Straight: to A522 Tape Street (NB) 471 0 34 6 160 27 364 0 252 42 269 45 -107 0 218 36 109 18 Right: to Well Street 80 0 52 0 -28 0 Left: to A522 Tape Street (NB) 3 0 3 0 0 0 A521 Chapel Street Straight: to Well Street 69 0 4 1 127 21 69 0 2 0 38 6 0 0 -2 0 -89 -15 Right: to A522 Tape Street (SB) 264 0 258 0 -6 0 Left: to B5032 Ashbourne Road 260 1 296 1 36 0 A522 Tape Street (SB) 12 2 145 24 0 0 0 0 -12 -2 -145 -24 Straight: to A522 Tape Street (SB) 680 2 763 2 83 0 A522 Tape Left: to Tape Street (SB) 77 0 15 0 -62 0 Street / B5032 B5032 Ashbourne Road 8 1 118 20 721 120 774 129 713 119 656 109 Ashbourne Road Right: to A522 Tape Street (NB) 260 0 31 0 -229 0 Straight: to A522 Tape Street (NB) 581 5 572 5 -9 0 A522 Tape Street (NB) 82 14 169 28 164 27 179 30 82 14 10 2 Right: to B5032 Ashbourne Road 97 0 86 0 -11 0

Doc. Ref.:COSTCDT6573 /Rep 002 Rev. FINAL - 50 - Issued: April 2017 Project Name Cheadle Town Centre – Phase 2 Document Title Transport Study Report

3.9.5 AM Peak Travel Time & Delay The comparative AM peak Travel time & Delays are shown in Table 19.

Table 19: 2031 AM Peak Travel Time and Delay Comparison

Reference Case (Without Mitigation Case (With Difference Highway Improvement) Highway Improvement) Modelled Modelled Modelled Modelled Modelled Modelled Modelled Route Direction Route Section Distance Time (sec) Delay (sec) Time (sec) Delay (sec) Time (sec) Delay (sec) (m) Southbound Corridor 1 485.5 136.3 92.7 110.3 66.7 -26 -26 Southbound Corridor 2 36.9 12.5 6.8 11.5 5.8 -1 -1

A522 Leek Road to A522 Southbound Corridor 3 227.1 45.6 23.7 38.9 17 -6.7 -6.7 Southbound Tean Rd Southbound Corridor 4 117.8 21.6 8.2 15.4 4 -6.2 -4.2 Southbound Corridor 5 277.9 28.2 3.3 27.1 3.8 -1.1 0.5 Total 1145.2 244.2 134.7 203.2 97.3 -41 -37.4 Northbound Corridor 1 254.4 227.9 204.8 112.4 90.7 -115.5 -114.1 Northbound Corridor 2 95.3 24.3 13.5 36.7 26.8 12.4 13.3

A522 Tean Road to A522 Northbound Corridor 3 253.5 35.1 11.1 36 12 0.9 0.9 Northbound Leek Road Northbound Corridor 4 36.4 7.6 2 8 2.4 0.4 0.4 Northbound Corridor 5 500.7 50 6.3 51.8 7.9 1.8 1.6 Total 1140.3 344.9 237.7 244.9 139.8 -100 -97.9 Westbound Corridor 690 63.7 3.1 1305.2 1245.1 1241.5 1242 B5032 Ashbourne Road Westbound Total 690 63.7 3.1 1305.2 1245.1 1241.5 1242 A521 Chapel Street / A522 Westbound Corridor 1 428 65.4 10.4 65.5 10.5 0.1 0.1 Tape Street Junction to Westbound Westbound Corridor 2 293 26.4 0.4 26.4 0.5 0 0.1 A521 Town End / Lid Lane Junction Total 721 91.8 10.8 91.9 11 0.1 0.2 Eastbound Corridor 1 298 27.9 2.2 27.9 2.3 0 0.1 A521 Town End / Lid Lane Eastbound Corridor 2 132 20.5 2.4 20.7 2.6 0.2 0.2 Junction to A521 Chapel Easttbound Eastbound Corridor 3 63 9.6 1 11.8 2.4 2.2 1.4 Street / A522 Tape Street Junction Eastbound Corridor 4 204 34.1 4.7 34.6 5.1 0.5 0.4 Total 697 92.1 10.3 95 12.4 2.9 2.1 A521 Town End / Lid Lane Northeast Corridor 1 298 27.9 2.2 27.9 2.3 0 0.1 Junction to A521 High Northeast Northeast Corridor 2 386 59 5.9 59.8 6.6 0.8 0.7 Street / A522 Leek Road Junction Total 684 86.9 8.1 87.7 8.9 0.8 0.8

A522 Leek Road to A522 Tean Road

For the southbound direction of travel, the greatest differences are seen in Corridor Section 1, which has an average journey time saving of 26 seconds and a reduction in delay of 26 seconds. The following four corridor sections also some marginal present time savings.

A522 Tean Road to A522 Leek Road

The northbound direction of travel shows that Corridor Section 1 presents the most time saving of the five corridor sections. As this route is travelling in the opposing direction to the southbound movement, Corridor Section 1 begins at the southern part of the town centre, at A522 Leek Road. Corridor sections 2 to 5 do not present any notable changes to that of the Reference Case scenario.

Doc. Ref.:COSTCDT6573 /Rep 002 Rev. FINAL - 51 - Issued: April 2017 Project Name Cheadle Town Centre – Phase 2 Document Title Transport Study Report

B5032 Ashbourne Road

B5032 Ashbourne Road experiences a significant increase to journey time and delay in the mitigation case model. The increased delay is caused by the conversion of the former mini-roundabout at A522 Tape Street / B5032Ashbourne Road into a T-junction, which sees a substantial increase in flow on A522 Tape Street, as the detriment of B5032 Ashbourne Road.

A521 Chapel Street / A522 Tape Street Junction to Town End / Lid Lane

This route takes the same length of time to travel in the Reference Case and Mitigation Case models, despite the Mitigation Case model allowing a greater number of vehicles to enter the network. The comparable travel time indicates that this section of the model runs smoothly with only minimal delays.

A521 Town End / Lid Lane Junction to A521 Chapel Street / A522 Tape Street

Similarly, this route takes a comparable length of time to travel in both the Reference Case and Mitigation Case models. The Mitigation Case model is marginally slower and featuring slightly greater delay but this can be attributable to the Mitigation Case model being able to accommodate a greater number of vehicles within the hour period, due to the mitigation measures. The corresponding results for this route indicate that this section of the model is free flowing with only minimal delays.

A521 Town End / Lid Lane Junction to A521 High Street / A522 Leek Road

Similarly, this route takes a comparable length of time to travel in both the Reference Case and Mitigation Case models, despite the Mitigation Case model allowing a greater number of vehicles to enter the network. The corresponding results for this route indicate that this section of the model runs smoothly with only minimal delays.

Doc. Ref.:COSTCDT6573 /Rep 002 Rev. FINAL - 52 - Issued: April 2017 Project Name Cheadle Town Centre – Phase 2 Document Title Transport Study Report

3.9.6 PM Peak Travel Time & Delay The comparative PM peak Travel time & Delays are shown in Table 20.

Table 20: 2031 PM Peak Travel Time and Delay Comparison

Reference Case (Without Mitigation Case (With Difference Highway Improvement) Highway Improvement) Modelled Modelled Modelled Modelled Modelled Modelled Modelled Route Direction Route Section Distance Time (sec) Delay (sec) Time (sec) Delay (sec) Time (sec) Delay (sec) (m) Southbound Corridor 1 485.5 332.1 288.5 98.4 54.6 -233.7 -233.9 Southbound Corridor 2 36.9 18.3 12.8 10.5 5 -7.8 -7.8

A522 Leek Road to A522 Southbound Corridor 3 227.1 78.2 56.3 64.9 43 -13.3 -13.3 Southbound Tean Rd Southbound Corridor 4 117.8 31.9 19 16.6 4.6 -15.3 -14.4 Southbound Corridor 5 277.9 27.9 3 25.3 1.8 -2.6 -1.2 Total 1145.2 488.4 379.6 215.7 109 -272.7 -270.6 Northbound Corridor 1 254.4 89.4 65.9 132 110.3 42.6 44.4 Northbound Corridor 2 95.3 32.1 21.5 34.8 24.8 2.7 3.3

A522 Tean Road to A522 Northbound Corridor 3 253.5 32.7 8.8 33.6 9.5 0.9 0.7 Northbound Leek Road Northbound Corridor 4 36.4 7.7 2.1 8 2.3 0.3 0.2 Northbound Corridor 5 500.7 52.9 9.1 53.2 9.4 0.3 0.3 Total 1140.3 214.8 107.4 261.6 156.3 46.8 48.9 Westbound Corridor 690 75.3 14.7 2332.5 2273 2257.2 2258.3 B5032 Ashbourne Road Westbound Total 690 75.3 14.7 2332.5 2273 2257.2 2258.3 A521 Chapel Street / A522 Westbound Corridor 1 428 67 11.5 65.1 9.9 -1.9 -1.6 Tape Street Junction to Westbound Westbound Corridor 2 293 26.9 0.9 26.8 0.9 -0.1 0 A521 Town End / Lid Lane Junction Total 721 93.9 12.4 91.9 10.8 -2 -1.6 Eastbound Corridor 1 298 27.8 2.1 27.8 2 0 -0.1 A521 Town End / Lid Lane Eastbound Corridor 2 132 20 1.5 20.5 1.5 0.5 0 Junction to A521 Chapel Easttbound Eastbound Corridor 3 63 9.7 1 9.1 0.5 -0.6 -0.5 Street / A522 Tape Street Junction Eastbound Corridor 4 204 39.3 9.7 34.8 5.3 -4.5 -4.4 Total 697 96.8 14.3 92.2 9.3 -4.6 -5 A521 Town End / Lid Lane Northeast Corridor 1 298 27.8 2.1 27.8 2 0 -0.1 Junction to A521 High Northeast Northeast Corridor 2 386 64.7 11.6 60.5 7 -4.2 -4.6 Street / A522 Leek Road Junction Total 684 92.5 13.7 88.3 9 -4.2 -4.7

A522 Leek Road to A522 Tean Road

The southbound direction of travel also presents the most benefit in the PM peak period. The greatest differences are seen in Corridor Section 1, which has an average journey time saving of 234 seconds and a reduction in delay of 234 seconds. The following four corridor sections also some marginal present time savings.

A522 Tean Road to A522 Leek Road

Conversely to the AM scenario, the northbound direction of travel shows that Corridor Section 1 presents the largest increase to journey time of the five corridor sections. As this route is travelling in the opposing direction to the southbound movement, and can be attributed to vehicles giving way to the significant increase to southbound traffic volumes approaching the Tape Street/Chapel Street/Well Street roundabout. Corridor sections 2 to 5 do not present any notable changes to that of the Reference Case scenario.

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B5032 Ashbourne Road B5032 Ashbourne Road again experiences a significant increase to journey time and delay in the mitigation case model. Similarly to the AM Peak Period, the increased delay is caused by the conversion of the former mini-roundabout at A522 Tape Street / B5032Ashbourne Road into a T-junction, which sees a substantial increase in flow on A522 Tape Street, as the detriment of B5032 Ashbourne Road.

A521 Chapel Street / A522 Tape Street Junction to Town End / Lid Lane

In contrast to the AM peak result, a slightly faster journey time is experience for this route in the Mitigation Case model. The time saving can be attributable to the installation of the mitigation measures, which also allows the Mitigation Case model to grant more vehicles with access to the network. The comparable travel time indicates that this section of the model runs reasonably well with only minimal delays.

A521 Town End / Lid Lane Junction to A521 Chapel Street / A522 Tape Street

Similarly, the Mitigation Case model is marginally faster than the Reference Case for this route, and features a slightly lower delay, which can be attributable to the installation of the mitigation measures. The corresponding results for this route indicate that this section of the model is free flowing with only minimal delays.

A521 Town End / Lid Lane Junction to A521 High Street / A522 Leek Road

Again, this route takes less time to complete in the Mitigation Case model, despite the Mitigation Case model allowing a greater number of vehicles to enter the network. The corresponding results for this route indicate that this section of the model runs reasonably well with only minimal delays.

Travel Time and Delay Conclusions

The greatest benefits on the southbound movement are seen in the first corridor section and this can be attributed the mitigation measure of an additional southbound lane on the A522, between the junction with the car park and the Tape Street / Well Street / Chapel Street roundabout junction.

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Southbound Corridor section 1 directly precedes the stretch of the network which features the additional lane and therefore receives the most time saving. The additional lane facilitates a higher volume of southbound vehicles and therefore alleviates congestion of southbound moving vehicles on the link further upstream of the mitigation measure, which causes the southbound movement to have increased benefits. The first corridor section is also the longest of the five sections of the complete corridor and therefore more distance is covered with more scope for benefit.

The time savings on the northbound route come from the mitigation of the Tape Street roundabout (reversion to a T-junction). By changing the configuration of this junction, the flow on the major road, A522 Tape Street, is uninterrupted; providing a greater vehicular flow into the Town Centre from the South.

Conversely, this negatively affects the vehicles travelling westbound on B5032 Ashbourne Road, as the T-junction offers this movement less capacity than the former mini-roundabout. Essentially the major road North / South corridor is now free flowing but at the detriment to Ashbourne Road, due to the vehicles waiting to pull out because of the high traffic flow and lack of enough gap time. Vehicle speeds stay consistent throughout the western side of the Town Centre. This section of the model contains the gyratory system, and features in the last three journey time and delay routes. During the AM scenario, the Mitigation Case model is marginally slower and features a slightly greater delay, which could be resulting from the Mitigation measures favouring the North / South movement at the detriment to those giving way at the Tape Street / Well Street / Chapel Street roundabout junction.

In contrast the PM peak results show that a slightly faster journey time is experienced on the last three journey time and delay routes in the Mitigation Case model despite more vehicles present on the network. Under higher flow conditions in the PM peak, the time saving; attributable to the installation of the mitigation measures, becomes more apparent, and as delays are minimal and infrequent in this area, it indicates that vehicles do not experience congestion or delay in this part of town.

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3.10 Modelling Summary

The results of the modelled 2017 background traffic levels showed that the AM peak is largely free flowing, with the network operating well within capacity. The PM peak scenario however featured some pinch point locations where queuing occurred, but despite marginal congestion, the town centre network operated within capacity. The largest queues were recorded during the PM and this was on A522 Tape Street (SB), which consisted of an average queue of 39 vehicles, and B5417 Queen Street, consisting of an average queue 28 vehicles across the PM peak.

During the Reference Case scenario, the highway network remained similar to the 2017 Base scenario; however, there were two notable changes which produced a sizable increase in the traffic levels on the network. The 2017 background traffic levels were factored up to create the 2031 background traffic (see section 2.5) and the site specific developments were also included (see section 2.6). When these two elements were combined, negative effects were witnessed on the network, seeing increased effects at the pinch points of A522 Leek Road (N), the A522 Tape Street / Well Street / A521 Chapel Street roundabout and the A522 Tape Street / B5032 Ashbourne Road mini- roundabout.

The package of mitigation measures, including the additional southbound lane on the A522, between the junction with the car park and the Tape Street / Well Street / Chapel Street roundabout junction, and the priority T-junction at A522 Tape Street / B5032 Ashbourne Road assisted in improving the flow of the heavy southbound vehicle movement through the town centre.

From the options that have been investigated, including signalisation, the two finalised mitigation measures, when used together, best accommodate the future year 2031 background traffic levels with the addition of committed development trips. Despite the queuing on Ashbourne Road, the package of mitigation works benefits the overall network performance, as the network can accommodate a greater number of vehicles in this configuration, whilst maintaining a free flowing town centre gyratory and keeping vehicles moving North and Southbound on the A522.

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Overall the package of mitigation measures not only allows the gyratory system to operate freely under future traffic conditions but it also permits considerably more vehicles to enter the network during the modelling simulation, when compared to the Reference Case model. The fundamental increase to capacity on Tape Street in the southbound direction of travel allows more vehicles from the North at A522 Leek Road, to enter the network in the mitigation case, in both the AM and PM time periods. The increased capacity in the southbound direction comes at the detriment to the B5032 Ashbourne Road, which experiences queuing as a result of the mitigation measures. The increase in queue along the Ashbourne Road can be attributed to there being minimal gap time for vehicles to exit onto Tape Street due to the increased free flow of the major road.

In should be noted that whilst the package of mitigation measures does provide some additional capacity to the overall network, it should not be considered the total solution to the Cheadle Town Centre traffic problem.

4 Additional Infrastructure Information

4.1 A50 to Cheadle Link No indicative route has been provided so comments can only be made on the possible strategic impact of a route from the A50 to Cheadle. Currently there are existing links from the A50 to Cheadle which include:-  A50 to A521 Uttoxeter Road, to A521 Cheadle Road, to A521 Delphouse Road, to A521 The Green, to A521 Town End, to A521 High Street.  A50 to A521 Uttoxeter Road, to Cheadle Road, to Draycott Cross Road, to A521 The Green, to A521 Town End, to A521 High Street.  A50 to A521 Uttoxeter Road to Draycott Road to A522 Cheadle Road to A522 Tean Road.

These routes could possibly be upgraded / improved in terms of width etc to meet standards for a high quality ‘bypass’ type road, however the costs associated with this would be very high. The cost would include costs for land and CPO costs for residential and business properties that are situated close to the road edge in some locations.

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A brand new route (not utilising the existing road network) that links the A50 to Cheadle would have the benefits of removing an element of through traffic off villages such as Tean, however unless the route also went to the east or west of Cheadle town centre and as a result removed through traffic travelling north to south and vice versa, then the benefit to Cheadle town centre itself would likely to be negligible. Indeed there could be negative impact on Cheadle as a better and quicker link to Cheadle itself could induce more traffic into the town and High Street, Tean Road etc.

The cost to construct such a length of new, high quality infrastructure would likely be very high, possibly running into hundreds of millions of pounds. This cost is likely to offset any cost benefits of the scheme and as such it is unlikely that a business case seeking funding from the Department for Transport showing a high benefit to cost ration (BCR) would be derived for this proposal following further detailed analysis including transport modelling and environmental assessment. It should be noted this view is based on experience of previous projects and not on actual evidence following detailed assessment.

4.2 Professional view regarding Link Road

Currently there is no link between the A522 Tean Road and A521 / Brookhouse Way, due to it being severed by a disused railway line. The railway line is in third party ownership and a bridge will be required to connect a link road through.

Currently this option has not been tested and all trips from the proposed developments: CH085a, CH085b, CH085c, CH085d; and, CH128 have therefore been distributed onto A522, at the south of the development site. Those trips wishing to go northbound will make their way through the town centre.

It should be noted that as part of the Land Off Brookhouse Way Outline planning approval for a mixed development with associated open space, highways and landscaping, the extension to Brookhouse Way will provide a section of a spine road to traverse up to the edge of the disused railway line. Such a road would not initially link the A521 and A522 but could form part of a future link road to do so.

It has been calculated that 48% of the predicted trips (209 vehicles) across both peaks from the Mobberley Site (CH085a, CH085b, CH085c, CH085d; and, CH128 land allocations), will travel northbound and currently, these have been modelled to utilise the A522 Tean Road.

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A proposed link between the A521 and A522 would then allow a percentage of the 52% of predicted trips which use the A522 to traverse (south to westbound and vice versa) the A521 as opposed to solely the A522.

It is our view however, that the quantum of trips generated by the proposed Mobberley Site which use the proposed link between A521 and A522 (with 15%westbound or 37% southbound) will have minimal effect in improving congestion within Cheadle Town Centre. This is due to the fact such trips whether traveling south to west (or vice versa) will travel away from the town centre.

The strategic route of the A50 provides a direct means of access to Stoke-on-Trent and the M6, to the West of Cheadle, and Uttoxeter in the South-East. It is unlikely that vehicles travelling between these two locations would detour through Cheadle, when the A50 is already the most direct choice for vehicles.

The link road does have the potential however, to serve the dwellings south of Rakeway Road by facilitating traffic to the A521 to travel westbound, negating the need for them to travel directly through the town centre to access this movement. The predicted land allocation trip generation percentages can be seen in Table 21. Table 21: Direction of travel for egressing vehicles

It is considered that a modelling exercise utilising a dynamically assigned microsimulation model or macro model should be used to better predict the trip transference between the proposed land allocations and existing A521 and A522, and the interaction of the proposed link road, should a more in depth appraisal be required.

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It is the view that the proposed Link Road, as identified in the Staffordshire Moorlands Local Plan: Preferred Options Sites and Boundaries document would not be a solution on its own. Rather, further connections to the proposed link road around the town, would potentially offer a longer term solution providing a more suitable alternative. The rationale being that additional highway infrastructure could be funded by the developer, as specified as part of the development. This could be implemented so that over a period of time, such roads would connect, forming an Outer Distributor Road network around Cheadle which could reduce vehicle throughput and congestion in the town centre.

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5 Existing Public Transport, Cycling & Pedestrian Provision

5.1.1 Public Transport

Public transport provision has been reviewed to ascertain the current offer within Cheadle and to determine the suitability of services in terms of potential patronage from the proposed developments.

Existing bus services operating within the Cheadle area are shown below in Figure 8 with details of route and frequency shown in Table 22.

Figure 8: Map showing bus services within Cheadle and the surrounding area.

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Table 22: Public Transport services status along High Street, Cheadle

Company Route Frequency Bus Stop Comments Service

Leek Every 2 A B C 30 D&G Bus Hanley hours D F G

First Hanley / Every ½ A C F G 32 Potteries Uttoxeter hour B D F G

Hammersley A B Hayes

Bennetts Hourly from Changed bus type to 123 Travel Lightwood / 0845 - 1443 comply with DDA A Rakeway regulations. Accesses Cross Street

Current services into Cheadle:

 First Potteries

o 32 between Hanley and Uttoxeter; and,

o 32A between Hanley, Uttoxeter and Alton Towers (This service is due to be discontinued)

 D&G Bus

o 30 to Leek,

 Bennetts Travel

o 123 to Hammersley Hayes;

o Between Lightwood and Rakeway. This element of the service is routed along Cross Street, which is a contravention of the TRO. It is suggested the TRO be amended to include buses as an exemption.

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Currently only one service, the Bennetts 123 serves residential areas with a low frequency and operates as a ‘hail and ride’ service. Residential customers from areas not serviced by the Bennetts service 123 have to make their way to the nearest bus stop on the A521 or A522, which in adverse weather would not encourage possible passengers to abandon personal vehicles and switch to a more sustainable mode of travel. We are also informed that bus operators have been reducing services recently apparently due to low passenger numbers.

An example of this is D&G Buses having withdrawn the 31 service and Potteries First Bus who will withdraw the 32A service on 23rd April 2017.

Positive aspects of Cheadle Bus services

The positives of the current bus services are the good access to most residential areas by Bennett’s service 123, however, this is a limited operation and when new developments are built it will be a good incentive to increase the current route to include a wider passenger base.

High Street has a good service with bus operators covering the working day sufficiently and delivering customers to the main shopping area.

Negative aspects of Cheadle Bus services

Currently only Bennett’s 123 service, serves the main residential areas.

SCC bus stop policy states a walking distance of no more than 350m in urban areas before a bus stop is reached which is achieved at present as long as the hail and ride service continues.

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5.2 Bus Services operating by proposed developments

The existing services have been reviewed in relation to their proximity to the proposed development sites.

Bus services near to CH009 & CH024

Bennett’s Service 123 - Cheadle Town Service 123 serves Ness Grove close to the site, hourly from 0930 to 1330.

Bus services near to CH001, CH004 & CH132

Bennett’s Service 123 - Cheadle Town Service 123 serves Ness Grove close to the site, hourly from 0930 to 1330.

D&G Bus 30 - Currently runs from Leek bus station to Cheadle, High Street along A521 Froghall Road, onto A521 Leek Road, onto A522 Tape Street, onto Chapel Street, onto Bank Street, onto Watt Place, onto A521 High Street and then returns to A521 Leek Road onto A521 Froghall Road back to Leek Bus Station. The service operates every two hours, but does not access the area of the developments.

First Bus Potteries 32 - Currently runs from Hanley bus station to Cheadle, High Street along A521 Froghall Road, onto A521 Leek Road, onto A522 Tape Street, onto Chapel Street, onto Bank Street, onto Watt Place, onto A521 High Street and then returns to A521 Leek Road onto A521 Froghall Road back to Leek Bus Station.

The service operates every twenty minutes, but does not access the area of the developments.

Bus services near to CH002a & CH002b

Bennett’s Service 123 - Cheadle Town Service 123 serves Kingfisher Crescent and Oulton Road close to the site, hourly from 0930 to 1330.

Bus services near to CH085a, CH085b, CH085c, CH085d & CH128

First Bus Potteries 32 - Currently runs from Hanley bus station to Cheadle, High Street along A521 Froghall Road, onto A521 Leek Road, onto A522 Tape Street, onto Chapel Street, onto Bank Street, onto Watt Place, onto A521 High Street and then returns to A521 Leek Road onto A521 Froghall Road back to Leek Bus Station.

The service operates hourly, but does not access the area of the developments.

Bennett’s Service 123 - Cheadle Town Service 123 serves Wedgwood Road close to the site, hourly from 0930 to 1330.

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Bus services near to CH013

The nearest bus service will be D&G Service 30, which will serve Glebe Road in Cheadle 3 times per day. The nearest bus stop is north of the development in Cheadle Town centre, which is greater than the SCC guidance distance of 350m to the nearest urban bus stop.

Recommendation

For every development that comes forward for planning approval, a Transport Assessment and Travel Plan will be required as part of the submission documents. These documents will consider the current provision of public transport in further detail and suggest possible improvements to enhance the offer locally with the potential to increase bus patronage and reduce car journeys on the network. It is recommended that the developers liaise with SCC and bus operators through the planning process to ensure developments have good access to public transport provision.

Currently the proposed developments CH013, CH085a, CH085b, CH085c and CH085d would be beyond the 350m urban allowance from the nearest bus stop or ‘hail and ride’ service. This would require the developer to provide a DDA compliant bus stop at a location to meet SCC’s policy.

5.2.1 Cycling in Cheadle

During the site visits undertaken as part of this study, low levels of cycling were observed. This was however only a snapshot and could be due to the topography of Cheadle which is surrounded by steep gradients.

In terms of existing cycle infrastructure, there are minimal designated / signed cycle routes in and around the Cheadle area. Roads are of narrow widths as are most footways; thereby making it difficult to create shared use footways and on carriageway marked cycle routes.

Currently Staffordshire County Council is installing a cycle route linking the A522 Chapel Street, Cheadle [St. Georges Church] to Froghall via A521. The entire route will be signed as an on-carriageway route but without road markings. Therefore, northern developments CH001, CH004, CH132, CH009, CH015 and CH024 will be required to submit a Travel Plan showing a link to the A521 Froghall Road Cycle route.

Proposed developments and potential cycle routes

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All developments will have to consider improvements to sustainable travel and connectivity as part of their planning submission and internal layouts of developments should promote cycling and walking.

Developments accessed off the A521 Froghall Rd - [North of Cheadle]

CH001 Ayr Road & Donkey Lane

Ayr Road [D1269] is an illuminated 30mph residential only carriageway accessed via a non-traffic calmed estate. The estate has a mixture of single and double sided footways which do not have lowered pedestrian crossing points signified with tactile paving at side roads. Vehicle access is via multiple roads to link with the A521. Road widths are consistent along its length from development CH001, linking to development CH132. All residential properties have driveways, permitting an on carriageway cycle route, signed by upright signage but without on carriageway road markings to complement Staffordshire County Councils A521 Froghall Road cycle route.

Donkey Lane has private road status and unless the road is adopted onto Staffordshire County Councils Asset Register a cycle route would not be permitted.

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CH132 Cheltenham Avenue

Cheltenham Avenue [D1269] is an illuminated 30mph residential only carriageway accessed via a non-traffic calmed estate. The estate has footways on both sides which do not have lowered pedestrian crossing points signified with tactile paving at side roads, relying on footway traffic using resident driveways as crossing points. All residential properties have driveways, which would permit an on carriageway cycle route, signed by upright signage but without on carriageway road markings to complement Staffordshire County Council’s A521 Froghall Road cycle route. Vehicle access is via one road link onto A521 Froghall Road.

CH004 - Thorpe Rise

Thorpe Rise [D1271] is an illuminated 30mph residential only carriageway. The estate has footways on both sides which do not have lowered pedestrian crossing points signified with tactile paving at side roads. Vehicle access to the estate is via the A521. Road widths are narrow but consistent along its length to the development CH004. All residential properties have driveways, permitting an on carriageway cycle route, signed by upright signage but without on carriageway road markings to complement Staffordshire County Councils A521 Froghall Road cycle route.

Developments accessed off the A521 Froghall Rd, A522 Leek Rd & B5417 Queen St - [Route north of Cheadle]

CH009 & CH024 – Churchill Road

Churchill Road [D1150] is an illuminated 30mph residential only carriageway accessed via a non-traffic calmed estate. The estate has footways on both sides which do not have lowered pedestrian crossing points signified with tactile paving at side roads, relying on footway traffic to use resident driveways as crossing points. Vehicle access is via the A521 Froghall Road, A522 Leek Road and the B5041 Queen Street. Not all residential properties have driveways, resulting in on-street parking, however the carriageway width is sufficient permitting an on carriageway cycle route, signed by upright signage but without on carriageway road markings.

CH015 – A522 Leek Road & Harborne Road

A522 Leek Road forms part of the cycle route linking Cheadle to Froghall. The developer should supply a Travel Plan including a cycle route which complements Staffordshire County Councils A521 Froghall Road cycle route.

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Harborne Road [D1150] is an illuminated 30mph residential only carriageway accessed via a non-traffic calmed estate. The estate has footways on both sides which do not have lowered pedestrian crossing points signified with tactile paving at side roads, relying on footway traffic to use resident driveways as crossing points. Vehicle access is direct onto A522 Leek Road. Not all residential properties have driveways, resulting in on street parking, however the carriageway width is sufficient permitting an on carriageway cycle route, signed by upright signage but without on carriageway road markings.

Developments accessed off the B5032 Ashbourne Rd / B5417 Queen St - [East of Cheadle]

B5032 Ashbourne Road is an illuminated 30mph single two way carriageway a mixture of single and double sided footways which do not have lowered pedestrian crossing points, relying on footway traffic to use resident driveways as crossing points. Road widths vary but it would permit an on carriageway cycle route, signed by upright signage but without on carriageway road markings.

CH002A & CH002B - Arundel Drive

Arundel Drive [D1241] is an illuminated 30mph residential only carriageway accessed via a traffic calmed estate. The estate is relatively new with a mixture of single and double sided footways which do not have lowered pedestrian crossing points, relying on footway traffic to use resident driveways as crossing points. Vehicle access is via a single road link onto A5032 Ashbourne Road, however cycle routes could be constructed at four locations to give full access to the residential estate. Road widths vary but it would permit an on carriageway cycle route, signed by upright signage but without on carriageway road markings.

Developments accessed off the A522 Tape St & A522 Tean Road- [Route south of Cheadle]

A522 is an illuminated variable 40 / 30mph single two way carriageway with a mixture of single and double sided footways which do not have lowered pedestrian crossing points signified with tactile paving at side roads. Footways widths vary along its length, however, widths are sufficient in most areas to permit an on footway shared cycle route, with measures being put in place where the footways narrow.

It was noted a Speed Indication Device was present at the 40mph to 30mph change of speed which indicated speeds above 40mph, making it difficult to design a safe on carriageway cycle route, without special measures being incorporated to reduce speeds.

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CH013-Birchwood Grove (A522 Tape Street)

Birchwood Grove has private road status. It is an illuminated 30mph new build residential only carriageway accessed via an established housing estate which is traffic calmed. Unless the road is to be adopted a cycle route would not be permitted.

Vehicle access is via multiple roads linking with the A521 and A522. It would be difficult to design a continuous cycle route as the carriageway and footways are narrow throughout the area, resulting in vehicles being double parked and using the footways.

Painsley Catholic College and Cheadle Academy border the majority of the development with no designated cycle routes to date.

CH085A, CH085B, CH085C, CH085D, CH128-A522 & Potential Link Road

At the junction of the development CH128 and the A522 Tape Street no footway exists to permit either shared or segregated cycle route. The cycle route would have to be signed via upright signage with on footway road markings as the carriageway is too narrow.

An existing footpath is proposed to be developed to link development CH085A north to Pullman Court. Pullman Court has no footways and the carriageway is narrow making the designing of a cycle route very difficult. Road lighting columns are erected within residential driveways giving concern to land ownership claims.

Access to development CH085D can be obtained from Litley Drive [D1249] and Dandillion Avenue [D1249] an illuminated 30mph established residential only carriageway linking to the A522 Tean Road. It would be difficult to design a continuous cycle route as the carriageway and footways are narrow throughout the area, resulting in vehicles being double parked and using the footways.

Developments accessed off the A521 The Green - [Route south west of Cheadle] – CH020

A521 is an illuminated 30mph single two way carriageway with both sided footways which do not have lowered pedestrian crossing points signified with tactile paving at side roads. Both footways appear not to have permitted widths to design footway shared or segregated cycle route. Road widths are consistent along its length from the furthest out development CH020 to Cheadle Town centre; however widths are sufficient to design an on carriageway cycle route.

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5.2.2 Pedestrian Links

A walking audit took place on Thursday 2nd February 2017 to ascertain existing pedestrian provision in Cheadle. Pedestrian links in and around Cheadle are generally reasonable, with footways of adequate width linking out-lying areas with the town centre itself. Walking is further promoted by several pedestrian crossing facilities in particular on The Terrace, High Street, Tape Street, Tean Road, Bank Street and Leek Road.

5.2.3 Safer Routes to School

Three primary schools which are within the inner area have participated in the safer routes school strategy and opted for:

 Reduction of vehicle speeds through vertical deflection;

 Signal controlled crossing points;

 Road markings to keep school frontages clear of parked vehicles;

 Road Safety training for pupils on how to safely cross busy roads.

As stated previously cycling does not currently appear to be a preferred form of transport; possibly due to the topography of the surrounding area and narrow roads.

In order to encourage sustainable travel modes, developers would have to produce robust Travel Plans with appropriate measures to support the desired increase in the uptake of cycling, walking and public transport.

Recommendations

Various suggestions of on-carriageway cycle routes have been highlighted within the text of this specific chapter. A further suggestion for all existing residential areas of Cheadle and the new sites that come forward is for the implementation of 20 mph zones / 20mph speed limits. This reduction in vehicle speeds could encourage more walking and cycling, thereby reducing unnecessary car borne trips, in particular short ones on the network.

5.2.4 Review of existing Traffic Regulation Orders (TRO’s) on High Street

High Street is a busy shopping street in Cheadle which as well as attracting higher pedestrian numbers, also acts as a through route for traffic, in addition to providing access to adjacent businesses.

This mixture of uses results in congestion which is exacerbated by parking issues within the area. Figure 9 shows typical parking and congestion issues that can arise.

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Figure 9: Large HGV’s showing how restricted access is along High Street

High Street is currently a one-way road illuminated 30mph traffic calmed carriageway with varying footway widths, connecting the A521 to the A522, with Cross Street permitting vehicles below 7.5T to turn right to access Chapel Street or Bank Street.

In terms of parking / waiting restrictions, High Street is predominantly covered by a “No Waiting at Any Time” TRO. There are two official bus stops marked on the nearside of the carriageway. The first, Stop A, is sited opposite Oak Street and the second, Stop B, is sited opposite Greyhound Walk, which links to Cheadle’s only car park. Both bus stops are signed as local buses which prohibit all other services used for excursions or tours. The bus stops do not require a TRO to enable enforcement but must be fully compliant in terms of signage and markings to current design standards.

There are two raised zebra crossings with associated zig-zag markings, which also prohibit waiting and loading. The first zebra crossing is sited past the junction with Church Street and the second is sited past the Market Square. Generally they are sited on build outs, which have from observation indirectly created non-designated parking spaces, despite having other restrictions in place.

Currently there are no designated loading / unloading or disabled parking bays along High Street, although currently blue badge holders and the activity of loading / unloading can take place for a limited time on the “No Waiting at Any Time” restrictions.

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Along High Street is the junction with Cross Street, where there are two signed contradictory restrictions. These are “Prohibition of driving except for access” and a 7.5T weight limit “except for access”. The prohibition of driving sign is incorrect as there is no TRO to support this. This sign could cause confusion and result in vehicles below 7.5T using High Street instead of Cross Street.

Site Observations

A site visit was carried out on Thursday 2nd February 2017 where traffic behaviour was observed; particularly the flow of vehicles along High Street and Cross Street and any obstacles encountered which added to congestion and delay to traffic in Cheadle Town centre.

One notable problem was the amount of illegal parking along the entire length of High Street. The major contravention observed within High Street and Cross Street was that of motorists waiting or parking on “No Waiting at Any Time” road markings for longer than the permitted time allowance.

High Street has six locations where build outs have been constructed and the exit side is used as unofficial parking areas. Four locations have green surface dressing applied for an unknown reason and bound by a centre white line that gives the impression the area is available for parking; even though there are clearly visible double yellow lines against the kerb. The other two locations have hatched areas on the exit side of their respective build outs and again all these areas have “No Waiting at Any Time” kerb side markings which are continuously contravened. These areas are not designated bays but due to inconsistent lining motorists are confused and view them as parking areas, contravening the “No Waiting at Any Time” restriction.

Doc. Ref.:COSTCDT6573 /Rep 002 Rev. FINAL - 72 - Issued: April 2017 Project Name Cheadle Town Centre – Phase 2 Document Title Transport Study Report

Locations of High Street parking abuse

During the day long survey it was noted that multiple vehicles consistently park in contravention of the current TRO’s (locations shown in Figure 10). These locations caused traffic to slow down along the High Street, which caused a level of delay throughout the whole day; with particular implications on traffic during the AM and PM peak, due to the increased traffic volumes.

Figure 10: Locations within High Street, where motorists parked illegally

Doc. Ref.:COSTCDT6573 /Rep 002 Rev. FINAL - 73 - Issued: April 2017 Project Name Cheadle Town Centre – Phase 2 Document Title Transport Study Report

Whilst undertaking the site survey it was noticed that in several locations, elements of the road signage were non-compliant which could result in vehicles parking without the enforcement contractor being able to enforce the contravention. This could result in vehicles being parked for long periods of time, blocking High Street where the Police would have to attend to due to the obstruction. It has been recorded where vehicles have caused High Street congestion and delays, resulting in road rage.

Figure 11 shows motorists parked immediately in front and beyond a bus bay, making it difficult for the bus to pull out into the running lane. Again, this could result in delay to both public transport and general traffic.

Figure 11: Green surfacing aids motorists to view area a parking bay

Vehicles parking on the High Street Footway

Site observations indicated that parking on the footway is prevalent within High Street and Cross Street. During the AM peak it was twice observed at 0920 and 0950 vehicles double parked fully blocking progress along High Street. This resulted in traffic queueing and one occasion of road rage. The vehicles moved on fairly quickly, however, high volumes of traffic accessing High Street could result in long delays with long queues developing as a result of this illegal parking.

In general the footways are not wide enough to sustain a vehicle parked partially or wholly and maintain legal width requirements for pedestrians and vulnerable footway users. Figures 12 to 15 show examples of typical poor parking behaviour:

Doc. Ref.:COSTCDT6573 /Rep 002 Rev. FINAL - 74 - Issued: April 2017 Project Name Cheadle Town Centre – Phase 2 Document Title Transport Study Report

High Street past junction with Cross Street

Vehicle parked on the whole footway, restricting footway width, not permitting disability access, fully blocking dropped crossing.

Figure 12: Vehicle parked all day during survey on dropped crossing

Large van parked whole footway restricting footway width. This vehicle stopped further along High Street indicating no regard for contraventions due to lack of enforcement presence.

Figure 13: Vehicle parked for a limited period whole footway

Doc. Ref.:COSTCDT6573 /Rep 002 Rev. FINAL - 75 - Issued: April 2017 Project Name Cheadle Town Centre – Phase 2 Document Title Transport Study Report

High Street in front of WHSmiths

HGV parked partial footway restricting footway width, not permitting disability access, fully blocking dropped crossing with trip hazards for all footway users.

This indicates there is no designated Goods Vehicle loading bays of the correct width within High Street.

Figure 14 HGV parked unloading onto the footway

High Street beyond last designated limited waiting bay

Vehicle parked partially on the footway restricting footway width, not permitting disability access. This vehicle opened the tailgate to mimic loading but no loading was witnessed.

Consistent parking demonstrates there is no public desire to park in available designated bays within High Street, due to lack of enforcement. Therefore, motorists park outside of shops being visited regardless of available designated waiting bays within High Street.

Figure 15: Vehicles parked blocking the footway

Recommendations

Further consultation with the Highway Authority (SCC) should take place to highlight these locations and actions required to rectify any non-compliances with existing TRO’s.

Doc. Ref.:COSTCDT6573 /Rep 002 Rev. FINAL - 76 - Issued: April 2017 Project Name Cheadle Town Centre – Phase 2 Document Title Transport Study Report

In order to aid a reduction in High Street traffic congestion and to encourage motorists to park within designated bays and not in inappropriate places, new parking bays should be installed along the length of High Street. These should include goods vehicle loading only bays, disability badge holder bays, increased lengths of limited waiting bays and all hatched areas amended to No Loading at Any Time. These amendments would permit the enforcing contractor to be more proactive as certain contraventions would result in instant penalties, removing the need for enforcement officers to wait around a vehicle for time periods to elapse. Some suggestions on how to improve the High Street are shown in Figures 16 to 20:

Figure 16: Amendments to prevent illegal parking and assist disadvantaged motorists

 Nearside outside of 84, convert to 1 Disabled space.

 Offside outside of 71, install new restriction – No Loading At Any Time.

Doc. Ref.:COSTCDT6573 /Rep 002 Rev. FINAL - 77 - Issued: April 2017 Project Name Cheadle Town Centre – Phase 2 Document Title Transport Study Report

Figure 17: Amendments to prevent illegal parking and assist commercial vehicles

 Nearside outside of 74, convert to standard Loading Bay.

 Nearside outside of 60, new bollards installed to prevent whole on footway parking.

 Offside outside 63 and memorial cut back kerbside to increase width of running lane to allow for large vehicles to stop in new loading bay and install new restriction – No Loading At Any Time.

 To infill around the new bays design parameters the bus bay must be extended either side. This will also improve bus sweep into and out of the bay.

Figure 18: Amendments to prevent illegal parking and assist disadvantaged motorists.

Doc. Ref.:COSTCDT6573 /Rep 002 Rev. FINAL - 78 - Issued: April 2017 Project Name Cheadle Town Centre – Phase 2 Document Title Transport Study Report

  Nearside outside of 52/54, convert to 1 Disabled space, hatched area with No Loading at Any Time.

 Nearside outside of 48/50 & 44 extended bus bay either side. This will also improve bus sweep into and out of the bay.

Figure 19: Amendments to prevent illegal parking and assist commercial vehicles

Nearside outside of 38 (WHSmiths), reduce 3.2m footway by 1m to permit a deflection to be designed to provide a 3m wide Goods Vehicle Loading bay.

Relocate existing build out to divide the bus bay and the Goods Vehicle Loading bay.

Increase length of existing Limited Waiting bay by 12m, to include the relocated build out.

Figure 20: Amendments to prevent illegal parking

Doc. Ref.:COSTCDT6573 /Rep 002 Rev. FINAL - 79 - Issued: April 2017 Project Name Cheadle Town Centre – Phase 2 Document Title Transport Study Report

Nearside from A522 Tape Street to existing build out outside of 20. Install new restriction No Loading at Any Time.

All the above recommendations to improve High Street vehicle flow and enable improved turnover of parking bays will depend on good vehicle enforcement. It is recommended that all key Stakeholders (SMDC, SCC and Stoke-On-Trent City Council - TRO enforcing agent) discuss improved enforcement of all restrictions in High Street.

5.2.5 Review of HGV / HCV signage and routes towards Cheadle

Within the transport industry vehicles are classified into two groups, Commercial Vehicles and Goods Vehicles. The definition of these is as follows:

GV : Goods vehicle - A motor vehicle constructed or adapted for use for the carriage of goods, or a trailer so constructed or adapted,

HCV / HGV: Heavy Commercial Vehicle / Heavy Goods Vehicle - Any goods vehicle which has an operating weight exceeding 7.5 tonnes.

The objective of this element of the study is to review what mitigation if any can be introduced to reduce the impact of HGV/HCV journeys within the Cheadle area, particularly within High Street. Cheadle has developed into an unofficial route interchange, where vehicles travelling north to south or east to west use the town as a thoroughfare to reduce journey times and potentially avoid congestion and delays.

Staffordshire County Council Highway Data team were commissioned to provide HGV & HCV traffic movements to Cheadle from four A roads, these being:

 A50 (T) north east towards Cheadle;

 A520 east towards Cheadle;

 A52 south towards Cheadle; and,

 A515 west towards Cheadle;

Along the above routes vehicles can turn towards Cheadle, however, some of these roads are restricted via weight limits or advised routes are unsuitable for HGV’s. The survey also recorded if any HGV/HCV travelled along these routes.

Doc. Ref.:COSTCDT6573 /Rep 002 Rev. FINAL - 80 - Issued: April 2017 Project Name Cheadle Town Centre – Phase 2 Document Title Transport Study Report

5.2.6 HGV / HCV Survey summary for Peak hours

A review of all side roads that can be taken to travel towards Cheadle has been undertaken. Routes which HGV/HCV’s can access are shown in Table 23.

The survey recorded traffic movements for one week in February 2017 to provide an insight into the quantity of journeys that Cheadle have to support. During the survey week the A521 between Cheadle and Froghall was closed for road works and traffic was diverted to the A522 between Kingsley Moor and Cheadle.

Doc. Ref.:COSTCDT6573 /Rep 002 Rev. FINAL - 81 - Issued: April 2017 Project Name Cheadle Town Centre – Phase 2 Document Title Transport Study Report

Table 23: HGV/HCV traffic movements towards and from Cheadle

Towards Accesses AM peak PM peak Line Road Direction or From 24 hrs 7.5T Weight 0800-1000 1600-1800 Cheadle Restriction

B5417 Oakamoor East F 25 6 2 No 01 Road [Highshutt] West T 12 2 2 No

A521 Froghall Road North F 13 2 2 No 02 (Road Closure) South T 9 1 1 No

A522 Leek Road North F 131 24 14 No 03 [Clamgoose Lane] South T 162 28 22 No

A522 Tean Road North T 186 40 24 No 04 [Huntley Lane] South F 213 36 28 No East

A521 The Green High T 130 24 13 No 05 Street West F 60 9 8 No

B5030 Woodseat North T 665 130 69 Yes 06 Level South F 618 102 79 Yes [Rocester]

C10 Mill Street East T 33 7 6 Yes 07 [Rocester] West F 46 8 9 Yes North F 25 3 3 Yes B5033 Dove Street East 08 [Ellastone] South T 31 5 2 Yes West

B5032 Calwich East F 143 30 17 No 09 Bank West T 117 22 16 No [Mayfield]

B5032 Ashourne West T 83 19 14 No 10 Road East F 82 22 5 No [Threapwood]

Line 05 is highlighted to indicate number of vehicles that used the A521 The Green towards Cheadle and had no alternative route available to bypass High Street, Cheadle.

Doc. Ref.:COSTCDT6573 /Rep 002 Rev. FINAL - 82 - Issued: April 2017 Project Name Cheadle Town Centre – Phase 2 Document Title Transport Study Report

B5417 Oakamoor Road, Highshutt

B5417 west is a 60mph unrestricted carriageway having 8 AM & 4 PM peak vehicle journeys.

Access to the B5417, although unrestricted itself, can be accessed from roads with warning signs stating unsuitable for HGV vehicles, except for access.

A521 Froghall Road, Cheadle

A521 south varies between 30, 40 & 60mph unrestricted carriageway having 3 AM & 3 PM peak vehicle journeys. The low figure is due to a road closure during the survey and vehicles off the A52 being diverted towards the A522.

A522 Leek Road, Cheadle

A522 south is a 30mph unrestricted carriageway having 52 AM & 36 PM peak vehicle journeys. This figure includes vehicles diverted from the A521; however, these vehicles would not access High Street.

A522 Tean Road, Cheadle

A522 north is a 30mph unrestricted carriageway having 76 AM & 52 PM peak vehicle journeys. The route options available to these vehicles would not result in traffic directly accessing High Street.

A521 The Green, Cheadle

A522 south is a 30mph unrestricted carriageway having 33 AM & 21 PM peak vehicle journeys.

This survey is important as all vehicles travelling along this stretch of the A521 must access High Street. All these vehicles are above 7.5T and therefore they should not access Cross Street, however a High Street survey indicated 54% of heavy vehicles accessing High Street illegally accessed Cross Street.

B5030 Woodseat Level Street, Rocester

B5030 east is a 60mph unrestricted carriageway having 232 peak & 59 PM peak vehicle journeys.

It is noted that majority of these journeys would be towards the many JCB sites within the area.

Doc. Ref.:COSTCDT6573 /Rep 002 Rev. FINAL - 83 - Issued: April 2017 Project Name Cheadle Town Centre – Phase 2 Document Title Transport Study Report

The following two routes 17B007 and 17B008 have 7.5T gross weight limit restricted carriageway except for access. A weight restriction would be installed to either protect a weak bridge or to keep large vehicles out of unsuitable areas where such a vehicle would not be able to safely pass through possibly blocking the route or damaging property.

C10 Mill Street, Rocester

C10 east is a 30mph 7.5T gross weight limit restricted carriageway except for access. It was recorded as having 13 AM & 9 PM peak vehicle journeys over 7.5T but it was not known whether these vehicles had operational duties with any business prior to passing the survey point. This indicates 22 vehicles potentially disregarded the restriction.

B5033 Dove Street, Ellastone

B5033 north east is a 30mph 7.5T gross weight limit restricted carriageway except for access. It was recorded as having 8 AM & 6 PM peak vehicle journeys over 7.5T but it was not known whether these vehicles had operational duties with any business prior to passing the survey point. This indicates 14 vehicles potentially disregarded the restriction.

B5032 Calwich Bank, Mayfield

B5032 west is a 60mph unrestricted carriageway having 18 AM & 15 PM peak vehicle journeys.

B5032 Ashbourne Road, Threapwood

B5032 west is a 60mph unrestricted carriageway having 21 AM & 16 PM peak vehicle journeys.

5.2.7 Observations

Cheadle has developed into a route interchange as the A521 joins the A522 north and south of Cheadle, whilst the A522 joins the B5417 and B5032 west of Cheadle. These various routes then link to the A50 (T), A52 (T), A515 & A520 routes, that all bypass Cheadle. As the survey demonstrates HGV/ HCV’s are leaving these principal routes and travelling towards Cheadle to possibly reduce journey times and take a more direct route.

It was noted that route signing for HGV / HCV’s towards Cheadle use junctions which are very tight and appear not to have the correct swept path for the type of vehicle using them. This could result in vehicle collisions and blocking the road with no alternative route available for other traffic.

Doc. Ref.:COSTCDT6573 /Rep 002 Rev. FINAL - 84 - Issued: April 2017 Project Name Cheadle Town Centre – Phase 2 Document Title Transport Study Report

The Road Haulage Association [RHA]

The RHA are an association who represent the haulage profession and champion there interests maintaining good logistics for transport operators.

As part of this study the RHA were asked to comment with respect to reducing HGV / HCV movements within a congested remote town centre. Their response is shown below:

a) “Transport operators need to gain good access to the heart of town centres to service shops and ensure businesses can continue to trade with good stock levels. This can only be achieved by permitting multiple journeys and not putting obstructions in the way of the haulier such as banning large vehicles from roads during shop opening hours;

b) Other larger cities have tried to reduce large vehicles from gaining access to the inner city centre by developing a transport hub on the outskirts of the town where the contents of the lorry is off loaded and reloaded onto smaller vehicles. This method adds three to four smaller vehicles for every one lorry onto the carriageway, increasing congestion, air and noise pollution. These vehicles are generally owner / driver operations, so it benefits the operator to complete the delivery as rapidly as possible to return for another load. This generally results in the driver taking risks and contravening restrictions;

c) The RHA will not support developments where transport operators are put at a disadvantage, increasing delivery costs, purely to reduce vehicle movements”.

5.2.8 Recommendations

O-D surveys should be completed to ascertain where the HGV’s / HCV’s originate from and where they travel to. This will provide an accurate figure of vehicles that are contravening current weight restrictions purely to reduce journey times and travelling along routes that are not suitable for large vehicles.

SCC should review the condition and effectiveness of regulatory and directional signage to ensure compliance and routes are designated for the correct class of vehicles.

5.2.9 Conclusion

Doc. Ref.:COSTCDT6573 /Rep 002 Rev. FINAL - 85 - Issued: April 2017 Project Name Cheadle Town Centre – Phase 2 Document Title Transport Study Report

In the absence of a Cheadle Bypass road it is noted that HGV / HCV’s travelling from the A50 (T) towards Cheadle via the A521 have no suitable route to avoid travelling along High Street. Existing HGV / HCV routes have been considered to see whether vehicles currently passing through Cheadle can use alternative suitable routes, without incurring additional significant delay. The conclusion is that the existing road network is signed correctly and that it is unreasonable to expect a HCV / HGV’s travelling from Uttoxeter to Leek for example, to use the A518, A50 (T), A520 (all currently heavily used roads prone to long delays) to avoid Cheadle, thereby adding significant delay and costs to their operation.

6 Conclusions

6.1 Summary

This report outlines the work undertaken in association with the Cheadle Transport Study. The report highlights the network’s operational capacity in 2017, the effects of proposed future development in 2031 and the subsequent impacts of proposed highway mitigation on the operational performance of the road network within Cheadle.

Vehicle flows, queues and journey time delay have been used as criteria to assess the network’s performance during the AM and PM Peak periods for the ‘2017 Do-nothing and both the 2031 Reference Case & Do-something scenarios.

The platform to assess the impacts of the vehicle trips generated by the revised housing and employment developments set out in the Preferred Options sites and Boundaries Plan has been undertaken using the microsimulation modelling package VISSIM.

From the analysis undertaken of the predicted trips generated from the revised preferred spatial distribution for housing and employment developments, set out in the Preferred Options sites and Boundaries, the following conclusions are drawn:

6.2 2031 Mitigation Case

282 additional vehicle trips in the AM and 37 in the PM have been induced onto the Cheadle Gyratory system and local network when compared to 2017. It is due to the additional capacity the proposed network improvements provide.

Doc. Ref.:COSTCDT6573 /Rep 002 Rev. FINAL - 86 - Issued: April 2017 Project Name Cheadle Town Centre – Phase 2 Document Title Transport Study Report

The AM Peak period, post development, showed queues along A522 Leek Road (SB), B5417 Queen Street A522 Tape Street (NB) and B5032 Ashbourne Road. An average queue of 43 vehicles was recorded on A522 Leek Road (SB) with journey times taking 203.2 seconds. B5417 Queen Street featured an average queue of 7 vehicles, while A522 Tape Street (NB) experienced a queue of 33 vehicles.

B5032 Ashbourne Road featured an average queue of 94 vehicles, with a journey time of 1305.2 seconds (22 minutes). It should be noted that although queues are experienced in the aforementioned locations, the Cheadle Town Centre gyratory operates satisfactorily.

During the PM Peak conditions are more constrained, queuing is again experienced along A522 Leek Road (SB), B5417 Queen Street A522 Tape Street (NB) and B5032 Ashbourne Road. Average queueing on A522 Leek Road (SB) decreased from 43 to 22 vehicles when compared to the AM peak period but queues on B5417 Queen Street and B5032 Ashbourne Road increase from 7 to 26 and from 94 to 120 vehicles, respectively. Journey times along B5032 Ashbourne Road have also increased from 1305.2 seconds (22 minutes) to 2332.5 seconds (39 minutes) in the PM peak.

Overall, the package of proposed mitigation measures to improve the local road network in Cheadle assists in keeping the gyratory system to operate freely under future traffic conditions. There are however greater queues and delays experienced on the B5032 Ashbourne Road.

It should be noted that the roads which are experiencing queues and delays in the future year scenarios already experience such issues now. The increased queuing and delay on them is further highlighted in the 2031 Mitigation case scenario in part due to 17 years of potential traffic growth. Furthermore, this is then compounded by the additional trips generated by the housing and employment developments set out in the Preferred Options sites and Boundaries Plan.

6.3 Conclusion

It is recommended that the developers liaise with SCC and bus operators through the planning process to ensure developments have good access to public transport provision. Furthermore, the implementation of 20mph zones could encourage the uptake of increased levels of walking and cycling, which would also potentially reduce the number of short journey, vehicle generated trips and improve safety of all carriageway users within the town centre.

Doc. Ref.:COSTCDT6573 /Rep 002 Rev. FINAL - 87 - Issued: April 2017 Project Name Cheadle Town Centre – Phase 2 Document Title Transport Study Report

A review of the town centre regulatory and directional signage should be carried out, in order to ensure that routes are suitable for the correct class of vehicles and reduce the congestion of through traffic within the town centre. Furthermore, in order to aid a reduction in High Street traffic congestion and to encourage motorists to park within compliance, new parking bays should be installed along the length of High Street. These should include goods vehicle loading only bays, disability badge holder bays, increased lengths of limited waiting bays and all hatched areas amended to No Loading at Any Time to aim to reduce the number of parking contraventions.

In conclusion, from the modelling assessment of the predicted trip generation produced by housing and employment developments set out in the Preferred Options sites and Boundaries Plan and network changes proposed mitigate the additional trips, it can be seen queuing and delays are still experienced in Cheadle Town Centre.

There is limited scope to change junction characteristics to improve network capacity within the Town Centre due to its historically confined road structure. As such, whilst the package of mitigation measures does provide some additional capacity to the overall network, it should not be considered the total solution to the Cheadle Town Centre traffic problem.

Doc. Ref.:COSTCDT6573 /Rep 002 Rev. FINAL - 88 - Issued: April 2017 Project Name Cheadle Town Centre – Phase 2 Document Title Transport Study Report

Appendix A.1 2017 Background Traffic Network Flow Diagram

Doc. Ref.:COSTCDT6573 /Rep 002 Rev. FINAL - A - Issued: April 2017 A522 Leek Road

Key:

LV HGV 26 579

Site 1

10 169 N 9 163 B5417 Queen Street 24 12 359 661 80 10

19 6 337 92 236 7 5 1 High St Site 2

Park Lane A522 Tape St

Site 9

19 333 0 477 8 23 0 Site 10 Site 3 316 401 97 Well St 19 806 0 0 18 504 125 348 0 2 0 2 18 631 0 61 Site 19 A521 Town End 3 0 271 0 187 Site 13 0 Cross St 0 82 Chapel St High St 47 0 495 27 Oak St 49 2 3 125 71 0 550 28 550 28 40 0 0 0 Site 7 49 0 565 178 Site 8 223 382 57 27 1 Site 12 18 6 0 497 Bank St 3 0 20 3 Site 14 27 673 28 Tape St 411 214 241 1 502 28 Glebe Road 170 0 B5032 Ashbourne Road 1 172 Charles St Site 4 0 8 Site 15 Site 17 34 0 91 0 145 4 Lid Lane 44 0 518 68 66 1 19 0 0 6 3 34 0 0 4 0 0 0 90 0

Site 18 Royal Walk The Avenue

1 175 0 1 The Birches Baddeley St Tape St

0 21 0 0 0 0 46 423 6 9 2 81

Site 5

19 462 1 0 18 0 45 0 1 0 Mill Lane 5 0

TemPRO Growth Factor 1.009951

A522 Tean Road

Appendix A1.1 March 2017 Cheadle Town Centre Study COSTCDT6573 2017 Background Vehicle Trip Levels - AM Peak (08:00 - 09:00) A522 Leek Road

Key:

LV HGV 0 627

Site 1

7 216 N 0 185 B5417 Queen Street 0 0 391 729 85 0

17 0 375 131 309 4 0 0 High St Site 2

Park Lane A522 Tape St

Site 9

7 407 5 402 2 3 0 Site 10 Site 3 315 610 118 Well St 12 806 0 5 12 571 66 335 0 3 0 4 12 676 0 60 Site 19 A521 Town End 2 0 301 0 244 Site 13 0 Cross St 5 26 Chapel St High St 144 0 508 6 Oak St 130 0 0 106 190 1 687 7 688 7 95 0 0 0 Site 7 25 0 703 133 Site 8 268 356 71 7 0 Site 12 5 0 0 684 Bank St 2 0 2 1 Site 14 7 748 7 Tape St 655 295 153 0 685 7 Glebe Road 60 0 B5032 Ashbourne Road 0 119 Charles St Site 4 0 4 Site 15 Site 17 22 0 32 0 240 0 Lid Lane 4 0 460 82 65 0 5 0 0 2 4 9 0 0 6 0 0 0 29 0

Site 18 Royal Walk The Avenue

0 122 0 0 The Birches Baddeley St Tape St

0 2 0 0 0 0 28 634 59 10 3 54

Site 5

11 475 4 0 5 0 25 0 3 0 Mill Lane 6 0

TemPRO Growth Factor 1.009968

A522 Tean Road

Appendix A1.2 March 2017 Cheadle Town Centre Study COSTCDT6573 2017 Background Vehicle Trip Levels - PM Peak (17:00 - 18:00) Project Name Cheadle Town Centre – Phase 2 Document Title Transport Study Report

Appendix A.2 Committed Development Network Flow Diagram

Doc. Ref.:COSTCDT6573 /Rep 002 Rev. FINAL - B - Issued: April 2017 A522 Leek Road

Key:

LV HGV 11 238

Site 1

3 58 N 0 1 B5417 Queen Street 11 0 133 233 6 0

11 0 121 0 12 0 0 0 High St Site 2

Park Lane A522 Tape St

Site 9

3 59 0 1 11 0 0 Site 3 135 111 0 Well St 3 59 0 0 3 51 1 0 0 0 0 0 3 51 0 0 Site 19 A521 Town End 0 0 0 0 0 Site 13 0 Cross St 0 0 Chapel St High St 0 0 134 11 Oak St 0 0 0 0 0 0 135 11 135 11 0 0 0 0 Site 7 0 0 134 8 Site 8 0 121 0 11 0 Site 12 0 0 0 131 Bank St 0 0 0 0 Site 14 11 136 11 Tape St 111 0 11 0 131 11 Glebe Road 4 0 B5032 Ashbourne Road 0 11 Charles St Site 4 0 0 Site 15 Site 17 0 0 4 0 0 0 Lid Lane 0 0 121 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 0

Site 18 Royal Walk The Avenue

0 11 0 0 The Birches Baddeley St Tape St

0 0 0 0 0 0 0 111 0 0 0 0

Site 5

0 121 0 0 0 0 0 0 0 0 Mill Lane 0 0

A522 Tean Road

Appendix A2.1 March 2017 COSTCDT6573 Cheadle Town Centre Study - Committed Development Trips Only AM Peak (0800 - 0900) A522 Leek Road

Key:

LV HGV 2 182

Site 1

9 113 N 0 3 B5417 Queen Street 2 0 265 171 14 0

6 0 258 0 7 0 0 0 High St Site 2

Park Lane A522 Tape St

Site 9

9 117 0 3 2 0 0 Site 3 53 125 0 Well St 9 119 0 0 9 114 3 0 0 0 0 0 9 114 0 0 Site 19 A521 Town End 0 0 0 0 0 Site 13 0 Cross St 0 0 Chapel St High St 0 0 46 2 Oak St 0 0 0 0 0 0 53 2 53 2 0 0 0 0 Site 7 0 0 46 5 Site 8 0 258 0 2 0 Site 12 0 0 0 45 Bank St 0 0 0 0 Site 14 2 56 2 Tape St 125 0 6 0 45 2 Glebe Road 11 0 B5032 Ashbourne Road 0 6 Charles St Site 4 0 0 Site 15 Site 17 0 0 11 0 0 0 Lid Lane 0 0 258 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 11 0

Site 18 Royal Walk The Avenue

0 6 0 0 The Birches Baddeley St Tape St

0 0 0 0 0 0 0 125 0 0 0 0

Site 5

0 258 0 0 0 0 0 0 0 0 Mill Lane 0 0

A522 Tean Road

Appendix A2.2 March 2017 COSTCDT6573 Cheadle Town Centre Study - Committed Development Trips Only PM Peak (1700 - 1800) Project Name Cheadle Town Centre – Phase 2 Document Title Transport Study Report

Appendix A.3 2031 Background Traffic Network Flow Diagram

Doc. Ref.:COSTCDT6573 /Rep 002 Rev. FINAL - C - Issued: April 2017 A522 Leek Road

Key:

LV HGV 28 619

Site 1

11 180 N 10 174 B5417 Queen Street 26 13 384 707 85 11

21 6 361 98 253 8 5 1 High St Site 2

Park Lane A522 Tape St

Site 9

21 356 0 510 9 25 0 Site 3 338 429 104 Well St 21 862 0 0 19 539 134 373 0 2 0 2 19 675 0 65 Site 19 A521 Town End 3 0 290 0 200 Site 13 0 Cross St 0 88 Chapel St High St 51 0 529 29 Oak St 53 2 3 134 76 0 589 30 589 30 43 0 0 0 Site 7 53 0 604 190 Site 8 239 408 60 29 1 Site 12 19 6 0 537 Bank St 3 0 22 3 Site 14 29 719 30 Tape St 440 229 258 1 537 30 Glebe Road 181 0 B5032 Ashbourne Road 1 184 Charles St Site 4 0 9 Site 15 Site 17 37 0 97 0 156 4 Lid Lane 48 0 554 72 70 1 21 0 0 6 3 37 0 0 4 0 0 0 96 0

Site 18 Royal Walk The Avenue

1 187 0 1 The Birches Baddeley St Tape St

0 23 0 0 0 0 50 453 6 10 2 86

Site 5

21 494 1 0 19 0 49 0 1 0 Mill Lane 5 0

TemPRO Growth Factor 1.0803

A522 Tean Road

Appendix A3.1 March 2017 COSTCDT6573 Cheadle Town Centre Study - 2031 Future Year AM Peak (0800 - 0900) A522 Leek Road

Key:

LV HGV 0 672

Site 1

8 231 N 0 198 B5417 Queen Street 0 0 419 781 91 0

18 0 401 141 331 4 0 0 High St Site 2

Park Lane A522 Tape St

Site 9

8 436 5 430 2 3 0 Site 3 337 653 127 Well St 13 863 0 5 13 611 70 359 0 3 0 4 13 724 0 64 Site 19 A521 Town End 2 0 326 0 262 Site 13 0 Cross St 5 28 Chapel St High St 155 0 544 6 Oak St 140 0 0 114 203 1 735 8 737 8 102 0 0 0 Site 7 27 0 753 143 Site 8 287 381 76 8 0 Site 12 5 0 0 732 Bank St 2 0 2 1 Site 14 8 801 8 Tape St 702 316 163 0 733 8 Glebe Road 64 0 B5032 Ashbourne Road 0 128 Charles St Site 4 0 4 Site 15 Site 17 24 0 35 0 257 0 Lid Lane 4 0 492 88 69 0 5 0 0 2 4 10 0 0 6 0 0 0 31 0

Site 18 Royal Walk The Avenue

0 131 0 0 The Birches Baddeley St Tape St

0 2 0 0 0 0 30 679 63 11 3 57

Site 5

12 508 4 0 5 0 27 0 3 0 Mill Lane 6 0

TemPRO Growth Factor 1.0815

A522 Tean Road

Appendix A3.2 March 2017 COSTCDT6573 Cheadle Town Centre Study - 2031 Future Year PM Peak (1700 - 1800) Project Name Cheadle Town Centre – Phase 2 Document Title Transport Study Report

Appendix A.4 2031 Background Traffic + Committed Development Network Flow Diagram

Doc. Ref.:COSTCDT6573 /Rep 002 Rev. FINAL - D - Issued: April 2017 A522 Leek Road

Key:

LV HGV 39 857

Site 1

14 238 N 10 175 B5417 Queen Street 37 13 516 940 91 11

32 6 482 98 265 8 5 1 High St Site 2

Park Lane A522 Tape St

Site 9

23 415 0 511 19 25 0 Site 3 473 540 104 Well St 23 921 0 0 22 591 135 373 0 2 0 2 22 727 0 65 Site 19 A521 Town End 3 0 290 0 200 Site 13 0 Cross St 0 88 Chapel St High St 51 0 663 40 Oak St 53 2 3 134 76 0 723 41 723 41 43 0 0 0 Site 7 53 0 738 199 Site 8 239 529 60 40 1 Site 12 19 6 0 668 Bank St 3 0 22 3 Site 14 40 855 41 Tape St 551 229 269 1 668 41 Glebe Road 186 0 B5032 Ashbourne Road 1 195 Charles St Site 4 0 9 Site 15 Site 17 37 0 101 0 156 4 Lid Lane 48 0 675 72 70 1 21 0 0 6 3 37 0 0 4 0 0 0 100 0

Site 18 Royal Walk The Avenue

1 198 0 1 The Birches Baddeley St Tape St

0 23 0 0 0 0 50 564 6 10 2 86

Site 5

21 615 1 0 19 0 49 0 1 0 Mill Lane 5 0

A522 Tean Road

Appendix A4.1 March 2017 Cheadle Town Centre Study COSTCDT6573 2031 Future Year + Committed Development AM Peak (0800 - 0900) A522 Leek Road

Key:

LV HGV 2 853

Site 1

16 345 N 0 201 B5417 Queen Street 2 0 683 952 105 0

25 0 660 141 338 4 0 0 High St Site 2

Park Lane A522 Tape St

Site 9

16 552 5 433 4 3 0 Site 3 390 778 127 Well St 22 982 0 5 22 725 73 359 0 3 0 4 22 838 0 64 Site 19 A521 Town End 2 0 326 0 262 Site 13 0 Cross St 5 28 Chapel St High St 155 0 590 8 Oak St 140 0 0 114 203 1 788 9 790 9 102 0 0 0 Site 7 27 0 799 148 Site 8 287 639 76 9 0 Site 12 5 0 0 777 Bank St 2 0 2 1 Site 14 9 857 9 Tape St 827 316 170 0 778 9 Glebe Road 74 0 B5032 Ashbourne Road 0 134 Charles St Site 4 0 4 Site 15 Site 17 24 0 45 0 257 0 Lid Lane 4 0 750 88 69 0 5 0 0 2 4 10 0 0 6 0 0 0 42 0

Site 18 Royal Walk The Avenue

0 137

The Birches Baddeley St Tape St

0 2 0 0 0 0 30 804 63 11 3 57

Site 5

12 767 4 0 5 0 27 0 3 0 Mill Lane 6 0

A522 Tean Road

Appendix A4.2 March 2017 Cheadle Town Centre Study COSTCDT6573 2031 Future Year + Committed Development PM Peak (1700 - 1800) Project Name Cheadle Town Centre – Phase 2 Document Title Transport Study Report

Appendix B Development Access and Egress Points

Doc. Ref.:COSTCDT6573 /Rep 002 Rev. FINAL - E - Issued: April 2017 Extracted Staffordshire Moorlands Local Plan: Preferred Options Sites and Boundaries

Appendix B March 2017 Cheadle Town Centre Study COSTCDT6573 Access and Egress Points Project Name Cheadle Town Centre – Phase 2 Document Title Transport Study Report

Appendix C Land Allocations and Associated Housing Development Map

Doc. Ref.:COSTCDT6573 /Rep 002 Rev. FINAL - F - Issued: April 2017 Appendix C March 2017 Cheadle Town Centre Study

COSTCDT6573 Land Allocation & Associated Housing Developments Extracted from Staffordshire Moorlands Locan Plan: Preferred Options Sites and Boundaries Project Name Cheadle Town Centre – Phase 2 Document Title Transport Study Report

Appendix D.1 TRICS Report – Residential Housing Trip Rates (Mon-Sun)

Doc. Ref.:COSTCDT6573 /Rep 002 Rev. FINAL - G - Issued: April 2017 TRICS 7.3.4 120117 B17.46 (C) 2017 TRICS Consortium Ltd Friday 13/01/17 Cheadle2 Residential Page 1 TPi Rocky Lane Aston/Birmingham Licence No: 522501

Calculation Reference: AUDIT-522501-170113-0148 TRIP RATE CALCULATION SELECTION PARAMETERS:

Land Use : 03 - RESIDENTIAL Category : A - HOUSES PRIVATELY OWNED VEHICLES

Selected regions and areas: 02 SOUTH EAST ES EAST SUSSEX 1 days EX ESSEX 1 days HC HAMPSHIRE 1 days HF HERTFORDSHIRE 1 days SC SURREY 1 days WS WEST SUSSEX 2 days 03 SOUTH WEST CW CORNWALL 1 days DV DEVON 3 days SM SOMERSET 1 days WL WILTSHIRE 1 days 04 EAST ANGLIA CA CAMBRIDGESHIRE 1 days NF NORFOLK 3 days SF SUFFOLK 5 days 05 EAST MIDLANDS LN LINCOLNSHIRE 3 days NR NORTHAMPTONSHIRE 1 days NT NOTTINGHAMSHIRE 1 days 06 WEST MIDLANDS SH SHROPSHIRE 5 days WK WARWICKSHIRE 2 days WO WORCESTERSHIRE 2 days 07 YORKSHIRE & NORTH LINCOLNSHIRE NE NORTH EAST LINCOLNSHIRE 2 days NY NORTH YORKSHIRE 8 days 08 NORTH WEST CH CHESHIRE 7 days 09 NORTH CB CUMBRIA 2 days

This section displays the number of survey days per TRICS® sub-region in the selected set TRICS 7.3.4 120117 B17.46 (C) 2017 TRICS Consortium Ltd Friday 13/01/17 Cheadle2 Residential Page 2 TPi Rocky Lane Aston/Birmingham Licence No: 522501

Secondary Filtering selection:

This data displays the chosen trip rate parameter and its selected range. Only sites that fall within the parameter range are included in the trip rate calculation.

Parameter: Number of dwellings Actual Range: 6 to 432 (units: ) Range Selected by User: 6 to 500 (units: )

Public Transport Provision: Selection by: Include all surveys

Date Range: 01/01/06 to 13/01/17

This data displays the range of survey dates selected. Only surveys that were conducted within this date range are included in the trip rate calculation.

Selected survey days: Monday 10 days Tuesday 14 days Wednesday 7 days Thursday 10 days Friday 7 days Saturday 1 days Sunday 6 days

This data displays the number of selected surveys by day of the week.

Selected survey types: Manual count 55 days Directional ATC Count 0 days

This data displays the number of manual classified surveys and the number of unclassified ATC surveys, the total adding up to the overall number of surveys in the selected set. Manual surveys are undertaken using staff, whilst ATC surveys are undertaking using machines.

Selected Locations: Edge of Town Centre 2 Suburban Area (PPS6 Out of Centre) 24 Edge of Town 29

This data displays the number of surveys per main location category within the selected set. The main location categories consist of Free Standing, Edge of Town, Suburban Area, Neighbourhood Centre, Edge of Town Centre, Town Centre and Not Known.

Selected Location Sub Categories: Residential Zone 46 Out of Town 1 No Sub Category 8

This data displays the number of surveys per location sub-category within the selected set. The location sub-categories consist of Commercial Zone, Industrial Zone, Development Zone, Residential Zone, Retail Zone, Built-Up Zone, Village, Out of Town, High Street and No Sub Category.

Secondary Filtering selection:

Use Class: C 3 55 days

This data displays the number of surveys per Use Class classification within the selected set. The Use Classes Order 2005 has been used for this purpose, which can be found within the Library module of TRICS®. TRICS 7.3.4 120117 B17.46 (C) 2017 TRICS Consortium Ltd Friday 13/01/17 Cheadle2 Residential Page 3 TPi Rocky Lane Aston/Birmingham Licence No: 522501

Secondary Filtering selection (Cont.):

Population within 1 mile: 1,001 to 5,000 7 days 5,001 to 10,000 13 days 10,001 to 15,000 15 days 15,001 to 20,000 10 days 20,001 to 25,000 6 days 25,001 to 50,000 4 days

This data displays the number of selected surveys within stated 1-mile radii of population.

Population within 5 miles: 5,001 to 25,000 8 days 25,001 to 50,000 6 days 50,001 to 75,000 5 days 75,001 to 100,000 12 days 100,001 to 125,000 12 days 125,001 to 250,000 12 days

This data displays the number of selected surveys within stated 5-mile radii of population.

Car ownership within 5 miles: 0.6 to 1.0 16 days 1.1 to 1.5 37 days 1.6 to 2.0 2 days

This data displays the number of selected surveys within stated ranges of average cars owned per residential dwelling, within a radius of 5-miles of selected survey sites.

Travel Plan: Yes 4 days No 51 days

This data displays the number of surveys within the selected set that were undertaken at sites with Travel Plans in place, and the number of surveys that were undertaken at sites without Travel Plans.

PTAL Rating: No PTAL Present 55 days

This data displays the number of selected surveys with PTAL Ratings. TRICS 7.3.4 120117 B17.46 (C) 2017 TRICS Consortium Ltd Friday 13/01/17 Cheadle2 Residential Page 4 TPi Rocky Lane Aston/Birmingham Licence No: 522501

LIST OF SITES relevant to selection parameters

1 CA-03-A-03 SEMI-DET. CAMBRIDGESHIRE SUGAR WAY WOODSTON PETERBOROUGH Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of dwellings: 2 8 Survey date: SUNDAY 11/05/08 Survey Type: MANUAL 2 CB-03-A-03 SEMI DETACHED CUMBRIA HAWKSHEAD AVENUE

WORKINGTON Edge of Town Residential Zone Total Number of dwellings: 4 0 Survey date: THURSDAY 20/11/08 Survey Type: MANUAL 3 CB-03-A-04 SEMI DETACHED CUMBRIA MOORCLOSE ROAD SALTERBACK WORKINGTON Edge of Town No Sub Category Total Number of dwellings: 8 2 Survey date: FRIDAY 24/04/09 Survey Type: MANUAL 4 CH-03-A-02 HOUSES/FLATS CHESHIRE SYDNEY ROAD

CREWE Edge of Town Residential Zone Total Number of dwellings: 1 7 4 Survey date: TUESDAY 14/10/08 Survey Type: MANUAL 5 CH-03-A-03 SEMI-DETACHED CHESHIRE SPRING GARDENS

CREWE Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of dwellings: 8 0 Survey date: SUNDAY 19/10/08 Survey Type: MANUAL 6 CH-03-A-04 DETACHED/SEMI-DET. CHESHIRE LIME TREE AVENUE

CREWE Edge of Town Residential Zone Total Number of dwellings: 2 5 Survey date: SUNDAY 19/10/08 Survey Type: MANUAL 7 CH-03-A-05 DETACHED CHESHIRE SYDNEY ROAD SYDNEY CREWE Edge of Town Residential Zone Total Number of dwellings: 1 7 Survey date: TUESDAY 14/10/08 Survey Type: MANUAL TRICS 7.3.4 120117 B17.46 (C) 2017 TRICS Consortium Ltd Friday 13/01/17 Cheadle2 Residential Page 5 TPi Rocky Lane Aston/Birmingham Licence No: 522501

LIST OF SITES relevant to selection parameters (Cont.)

8 CH-03-A-06 SEMI-DET./BUNGALOWS CHESHIRE CREWE ROAD

CREWE Suburban Area (PPS6 Out of Centre) No Sub Category Total Number of dwellings: 1 2 9 Survey date: TUESDAY 14/10/08 Survey Type: MANUAL 9 CH-03-A-08 DETACHED CHESHIRE WHITCHURCH ROAD BOUGHTON HEATH CHESTER Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of dwellings: 1 1 Survey date: TUESDAY 22/05/12 Survey Type: MANUAL 10 CH-03-A-09 TERRACED HOUSES CHESHIRE GREYSTOKE ROAD HURDSFIELD MACCLESFIELD Edge of Town Residential Zone Total Number of dwellings: 2 4 Survey date: MONDAY 24/11/14 Survey Type: MANUAL 11 CW-03-A-02 SEMI D./DETATCHED CORNWALL BOSVEAN GARDENS

TRURO Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of dwellings: 7 3 Survey date: TUESDAY 18/09/07 Survey Type: MANUAL 12 DV-03-A-01 TERRACED HOUSES DEVON BRONSHILL ROAD

TORQUAY Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of dwellings: 3 7 Survey date: WEDNESDAY 30/09/15 Survey Type: MANUAL 13 DV-03-A-02 HOUSES & BUNGALOWS DEVON MILLHEAD ROAD

HONITON Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of dwellings: 1 1 6 Survey date: FRIDAY 25/09/15 Survey Type: MANUAL 14 DV-03-A-03 TERRACED & SEMI DETACHED DEVON LOWER BRAND LANE

HONITON Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of dwellings: 7 0 Survey date: MONDAY 28/09/15 Survey Type: MANUAL TRICS 7.3.4 120117 B17.46 (C) 2017 TRICS Consortium Ltd Friday 13/01/17 Cheadle2 Residential Page 6 TPi Rocky Lane Aston/Birmingham Licence No: 522501

LIST OF SITES relevant to selection parameters (Cont.)

15 ES-03-A-02 PRIVATE HOUSING EAST SUSSEX SOUTH COAST ROAD

PEACEHAVEN Edge of Town Residential Zone Total Number of dwellings: 3 7 Survey date: FRIDAY 18/11/11 Survey Type: MANUAL 16 EX-03-A-01 SEMI-DET. ESSEX MILTON ROAD CORRINGHAM STANFORD-LE-HOPE Edge of Town Residential Zone Total Number of dwellings: 2 3 7 Survey date: TUESDAY 13/05/08 Survey Type: MANUAL 17 HC-03-A-17 HOUSES & FLATS HAMPSHIRE CANADA WAY

LIPHOOK Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of dwellings: 3 6 Survey date: THURSDAY 12/11/15 Survey Type: MANUAL 18 HF-03-A-02 HOUSES HERTFORDSHIRE BLACK FAN ROAD PANSHANGER WELWYN GARDEN CITY Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of dwellings: 1 9 5 Survey date: SUNDAY 20/07/08 Survey Type: MANUAL 19 LN-03-A-01 MIXED HOUSES LINCOLNSHIRE BRANT ROAD BRACEBRIDGE LINCOLN Edge of Town Residential Zone Total Number of dwellings: 1 5 0 Survey date: TUESDAY 15/05/07 Survey Type: MANUAL 20 LN-03-A-02 MIXED HOUSES LINCOLNSHIRE HYKEHAM ROAD

LINCOLN Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of dwellings: 1 8 6 Survey date: MONDAY 14/05/07 Survey Type: MANUAL 21 LN-03-A-03 SEMI DETACHED LINCOLNSHIRE ROOKERY LANE BOULTHAM LINCOLN Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of dwellings: 2 2 Survey date: TUESDAY 18/09/12 Survey Type: MANUAL TRICS 7.3.4 120117 B17.46 (C) 2017 TRICS Consortium Ltd Friday 13/01/17 Cheadle2 Residential Page 7 TPi Rocky Lane Aston/Birmingham Licence No: 522501

LIST OF SITES relevant to selection parameters (Cont.)

22 NE-03-A-02 SEMI DETACHED & DETACHED NORTH EAST LINCOLNSHIRE HANOVER WALK

SCUNTHORPE Edge of Town No Sub Category Total Number of dwellings: 4 3 2 Survey date: MONDAY 12/05/14 Survey Type: MANUAL 23 NE-03-A-03 PRIVATE HOUSES NORTH EAST LINCOLNSHIRE STATION ROAD

SCUNTHORPE Edge of Town Centre Residential Zone Total Number of dwellings: 1 8 0 Survey date: TUESDAY 20/05/14 Survey Type: MANUAL 24 NF-03-A-01 SEMI DET. & BUNGALOWS NORFOLK YARMOUTH ROAD

CAISTER-ON-SEA Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of dwellings: 2 7 Survey date: TUESDAY 16/10/12 Survey Type: MANUAL 25 NF-03-A-02 HOUSES & FLATS NORFOLK DEREHAM ROAD

NORWICH Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of dwellings: 9 8 Survey date: MONDAY 22/10/12 Survey Type: MANUAL 26 NF-03-A-03 DETACHED HOUSES NORFOLK HALING WAY

THETFORD Edge of Town Residential Zone Total Number of dwellings: 1 0 Survey date: WEDNESDAY 16/09/15 Survey Type: MANUAL 27 NR-03-A-01 HOUSES NORTHAMPTONSHIRE BOUGHTON GREEN ROAD KINGSTHORPE NORTHAMPTON Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of dwellings: 1 0 2 Survey date: SATURDAY 22/09/12 Survey Type: MANUAL 28 NT-03-A-03 SEMI DETACHED NOTTINGHAMSHIRE B6018 SUTTON ROAD

KIRKBY-IN-ASHFIELD Edge of Town Residential Zone Total Number of dwellings: 1 6 6 Survey date: WEDNESDAY 28/06/06 Survey Type: MANUAL 29 NY-03-A-02 DETACHED NORTH YORKSHIRE CLOTHERHOLME ROAD

RIPON Edge of Town Residential Zone Total Number of dwellings: 2 2 Survey date: SUNDAY 21/09/08 Survey Type: MANUAL TRICS 7.3.4 120117 B17.46 (C) 2017 TRICS Consortium Ltd Friday 13/01/17 Cheadle2 Residential Page 8 TPi Rocky Lane Aston/Birmingham Licence No: 522501

LIST OF SITES relevant to selection parameters (Cont.)

30 NY-03-A-03 PRIVATE HOUSING NORTH YORKSHIRE NEW ROW

BOROUGHBRIDGE Edge of Town Centre Residential Zone Total Number of dwellings: 1 4 Survey date: MONDAY 15/09/08 Survey Type: MANUAL 31 NY-03-A-06 BUNGALOWS & SEMI DET. NORTH YORKSHIRE HORSEFAIR

BOROUGHBRIDGE Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of dwellings: 1 1 5 Survey date: FRIDAY 14/10/11 Survey Type: MANUAL 32 NY-03-A-07 DETACHED & SEMI DET. NORTH YORKSHIRE CRAVEN WAY

BOROUGHBRIDGE Edge of Town No Sub Category Total Number of dwellings: 2 3 Survey date: TUESDAY 18/10/11 Survey Type: MANUAL 33 NY-03-A-08 TERRACED HOUSES NORTH YORKSHIRE NICHOLAS STREET

YORK Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of dwellings: 2 1 Survey date: MONDAY 16/09/13 Survey Type: MANUAL 34 NY-03-A-09 MIXED HOUSING NORTH YORKSHIRE GRAMMAR SCHOOL LANE

NORTHALLERTON Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of dwellings: 5 2 Survey date: MONDAY 16/09/13 Survey Type: MANUAL 35 NY-03-A-10 HOUSES AND FLATS NORTH YORKSHIRE BOROUGHBRIDGE ROAD

RIPON Edge of Town No Sub Category Total Number of dwellings: 7 1 Survey date: TUESDAY 17/09/13 Survey Type: MANUAL 36 NY-03-A-11 PRIVATE HOUSING NORTH YORKSHIRE HORSEFAIR

BOROUGHBRIDGE Edge of Town Residential Zone Total Number of dwellings: 2 3 Survey date: WEDNESDAY 18/09/13 Survey Type: MANUAL TRICS 7.3.4 120117 B17.46 (C) 2017 TRICS Consortium Ltd Friday 13/01/17 Cheadle2 Residential Page 9 TPi Rocky Lane Aston/Birmingham Licence No: 522501

LIST OF SITES relevant to selection parameters (Cont.)

37 SC-03-A-04 DETACHED & TERRACED SURREY HIGH ROAD

BYFLEET Edge of Town Residential Zone Total Number of dwellings: 7 1 Survey date: THURSDAY 23/01/14 Survey Type: MANUAL 38 SF-03-A-01 SEMI DETACHED SUFFOLK A1156 FELIXSTOWE ROAD RACECOURSE IPSWICH Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of dwellings: 7 7 Survey date: WEDNESDAY 23/05/07 Survey Type: MANUAL 39 SF-03-A-02 SEMI DET./TERRACED SUFFOLK STOKE PARK DRIVE MAIDENHALL IPSWICH Edge of Town Residential Zone Total Number of dwellings: 2 3 0 Survey date: THURSDAY 24/05/07 Survey Type: MANUAL 40 SF-03-A-03 MIXED HOUSES SUFFOLK BARTON HILL FORNHAM ST MARTIN BURY ST EDMUNDS Edge of Town Out of Town Total Number of dwellings: 1 0 1 Survey date: MONDAY 15/05/06 Survey Type: MANUAL 41 SF-03-A-04 DETACHED & BUNGALOWS SUFFOLK NORMANSTON DRIVE

LOWESTOFT Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of dwellings: 7 Survey date: TUESDAY 23/10/12 Survey Type: MANUAL 42 SF-03-A-05 DETACHED HOUSES SUFFOLK VALE LANE

BURY ST EDMUNDS Edge of Town Residential Zone Total Number of dwellings: 1 8 Survey date: WEDNESDAY 09/09/15 Survey Type: MANUAL 43 SH-03-A-02 DETATCHED SHROPSHIRE GATCOMBE WAY PRIORSLEE TELFORD Edge of Town Residential Zone Total Number of dwellings: 5 7 Survey date: SUNDAY 21/06/09 Survey Type: MANUAL TRICS 7.3.4 120117 B17.46 (C) 2017 TRICS Consortium Ltd Friday 13/01/17 Cheadle2 Residential Page 10 TPi Rocky Lane Aston/Birmingham Licence No: 522501

LIST OF SITES relevant to selection parameters (Cont.)

44 SH-03-A-03 DETATCHED SHROPSHIRE SOMERBY DRIVE BICTON HEATH SHREWSBURY Edge of Town No Sub Category Total Number of dwellings: 1 0 Survey date: FRIDAY 26/06/09 Survey Type: MANUAL 45 SH-03-A-04 TERRACED SHROPSHIRE ST MICHAEL'S STREET

SHREWSBURY Suburban Area (PPS6 Out of Centre) No Sub Category Total Number of dwellings: 1 0 8 Survey date: THURSDAY 11/06/09 Survey Type: MANUAL 46 SH-03-A-05 SEMI-DETACHED/TERRACED SHROPSHIRE SANDCROFT SUTTON HILL TELFORD Edge of Town Residential Zone Total Number of dwellings: 5 4 Survey date: THURSDAY 24/10/13 Survey Type: MANUAL 47 SH-03-A-06 BUNGALOWS SHROPSHIRE ELLESMERE ROAD

SHREWSBURY Edge of Town Residential Zone Total Number of dwellings: 1 6 Survey date: THURSDAY 22/05/14 Survey Type: MANUAL 48 SM-03-A-01 DETACHED & SEMI SOMERSET WEMBDON ROAD NORTHFIELD BRIDGWATER Edge of Town Residential Zone Total Number of dwellings: 3 3 Survey date: THURSDAY 24/09/15 Survey Type: MANUAL 49 WK-03-A-01 TERRACED/SEMI/DET. WARWICKSHIRE ARLINGTON AVENUE

LEAMINGTON SPA Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of dwellings: 6 Survey date: FRIDAY 21/10/11 Survey Type: MANUAL 50 WK-03-A-02 BUNGALOWS WARWICKSHIRE NARBERTH WAY POTTERS GREEN COVENTRY Edge of Town Residential Zone Total Number of dwellings: 1 7 Survey date: THURSDAY 17/10/13 Survey Type: MANUAL TRICS 7.3.4 120117 B17.46 (C) 2017 TRICS Consortium Ltd Friday 13/01/17 Cheadle2 Residential Page 11 TPi Rocky Lane Aston/Birmingham Licence No: 522501

LIST OF SITES relevant to selection parameters (Cont.)

51 WL-03-A-01 SEMI D./TERRACED W. BASSETT WILTSHIRE MAPLE DRIVE

WOOTTON BASSETT Edge of Town Residential Zone Total Number of dwellings: 9 9 Survey date: MONDAY 02/10/06 Survey Type: MANUAL 52 WO-03-A-02 SEMI DETACHED WORCESTERSHIRE MEADOWHILL ROAD

REDDITCH Edge of Town No Sub Category Total Number of dwellings: 4 8 Survey date: TUESDAY 02/05/06 Survey Type: MANUAL 53 WO-03-A-03 DETACHED WORCESTERSHIRE BLAKEBROOK BLAKEBROOK KIDDERMINSTER Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of dwellings: 1 3 8 Survey date: FRIDAY 05/05/06 Survey Type: MANUAL 54 WS-03-A-04 MIXED HOUSES WEST SUSSEX HILLS FARM LANE BROADBRIDGE HEATH HORSHAM Edge of Town Residential Zone Total Number of dwellings: 1 5 1 Survey date: THURSDAY 11/12/14 Survey Type: MANUAL 55 WS-03-A-05 TERRACED & FLATS WEST SUSSEX UPPER SHOREHAM ROAD

SHOREHAM BY SEA Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of dwellings: 4 8 Survey date: WEDNESDAY 18/04/12 Survey Type: MANUAL

This section provides a list of all survey sites and days in the selected set. For each individual survey site, it displays a unique site reference code and site address, the selected trip rate calculation parameter and its value, the day of the week and date of each survey, and whether the survey was a manual classified count or an ATC count. TRICS 7.3.4 120117 B17.46 (C) 2017 TRICS Consortium Ltd Friday 13/01/17 Cheadle2 Residential Page 12 TPi Rocky Lane Aston/Birmingham Licence No: 522501

TRIP RATE for Land Use 03 - RESIDENTIAL/A - HOUSES PRIVATELY OWNED VEHICLES Calculation factor: 1 DWELLS BOLD print indicates peak (busiest) period

ARRIVALS DEPARTURES TOTALS No. Ave. Trip No. Ave. Trip No. Ave. Trip Time Range Days DWELLS Rate Days DWELLS Rate Days DWELLS Rate 00:00 - 01:00 01:00 - 02:00 02:00 - 03:00 03:00 - 04:00 04:00 - 05:00 05:00 - 06:00 06:00 - 07:00 07:00 - 08:00 55 80 0.069 55 80 0.248 55 80 0.317 08:00 - 09:00 55 80 0.130 55 80 0.350 55 80 0.480 09:00 - 10:00 55 80 0.149 55 80 0.192 55 80 0.341 10:00 - 11:00 55 80 0.143 55 80 0.172 55 80 0.315 11:00 - 12:00 55 80 0.165 55 80 0.174 55 80 0.339 12:00 - 13:00 55 80 0.183 55 80 0.176 55 80 0.359 13:00 - 14:00 55 80 0.171 55 80 0.157 55 80 0.328 14:00 - 15:00 55 80 0.176 55 80 0.182 55 80 0.358 15:00 - 16:00 55 80 0.272 55 80 0.194 55 80 0.466 16:00 - 17:00 55 80 0.285 55 80 0.176 55 80 0.461 17:00 - 18:00 55 80 0.336 55 80 0.199 55 80 0.535 18:00 - 19:00 55 80 0.233 55 80 0.185 55 80 0.418 19:00 - 20:00 20:00 - 21:00 21:00 - 22:00 22:00 - 23:00 23:00 - 24:00 Total Rates: 2.312 2.405 4.717

This section displays the trip rate results based on the selected set of surveys and the selected count type (shown just above the table). It is split by three main columns, representing arrivals trips, departures trips, and total trips (arrivals plus departures). Within each of these main columns are three sub-columns. These display the number of survey days where count data is included (per time period), the average value of the selected trip rate calculation parameter (per time period), and the trip rate result (per time period). Total trip rates (the sum of the column) are also displayed at the foot of the table.

To obtain a trip rate, the average (mean) trip rate parameter value (TRP) is first calculated for all selected survey days that have count data available for the stated time period. The average (mean) number of arrivals, departures or totals (whichever applies) is also calculated (COUNT) for all selected survey days that have count data available for the stated time period. Then, the average count is divided by the average trip rate parameter value, and multiplied by the stated calculation factor (shown just above the table and abbreviated here as FACT). So, the method is: COUNT/TRP*FACT. Trip rates are then rounded to 3 decimal places.

Parameter summary

Trip rate parameter range selected: 6 - 432 (units: ) Survey date date range: 01/01/06 - 13/01/17 Number of weekdays (Monday-Friday): 48 Number of Saturdays: 1 Number of Sundays: 6 Surveys automatically removed from selection: 3 Surveys manually removed from selection: 0

This section displays a quick summary of some of the data filtering selections made by the TRICS® user. The trip rate calculation parameter range of all selected surveys is displayed first, followed by the range of minimum and maximum survey dates selected by the user. Then, the total number of selected weekdays and weekend days in the selected set of surveys are show. Finally, the number of survey days that have been manually removed from the selected set outside of the standard filtering procedure are displayed. TRICS 7.3.4 120117 B17.46 (C) 2017 TRICS Consortium Ltd Friday 13/01/17 Cheadle2 Residential Page 13 TPi Rocky Lane Aston/Birmingham Licence No: 522501

TRIP RATE for Land Use 03 - RESIDENTIAL/A - HOUSES PRIVATELY OWNED TAXIS Calculation factor: 1 DWELLS BOLD print indicates peak (busiest) period

ARRIVALS DEPARTURES TOTALS No. Ave. Trip No. Ave. Trip No. Ave. Trip Time Range Days DWELLS Rate Days DWELLS Rate Days DWELLS Rate 00:00 - 01:00 01:00 - 02:00 02:00 - 03:00 03:00 - 04:00 04:00 - 05:00 05:00 - 06:00 06:00 - 07:00 07:00 - 08:00 55 80 0.002 55 80 0.002 55 80 0.004 08:00 - 09:00 55 80 0.004 55 80 0.004 55 80 0.008 09:00 - 10:00 55 80 0.003 55 80 0.003 55 80 0.006 10:00 - 11:00 55 80 0.003 55 80 0.004 55 80 0.007 11:00 - 12:00 55 80 0.002 55 80 0.002 55 80 0.004 12:00 - 13:00 55 80 0.001 55 80 0.001 55 80 0.002 13:00 - 14:00 55 80 0.001 55 80 0.001 55 80 0.002 14:00 - 15:00 55 80 0.003 55 80 0.003 55 80 0.006 15:00 - 16:00 55 80 0.004 55 80 0.004 55 80 0.008 16:00 - 17:00 55 80 0.003 55 80 0.002 55 80 0.005 17:00 - 18:00 55 80 0.003 55 80 0.002 55 80 0.005 18:00 - 19:00 55 80 0.002 55 80 0.002 55 80 0.004 19:00 - 20:00 20:00 - 21:00 21:00 - 22:00 22:00 - 23:00 23:00 - 24:00 Total Rates: 0.031 0.030 0.061

This section displays the trip rate results based on the selected set of surveys and the selected count type (shown just above the table). It is split by three main columns, representing arrivals trips, departures trips, and total trips (arrivals plus departures). Within each of these main columns are three sub-columns. These display the number of survey days where count data is included (per time period), the average value of the selected trip rate calculation parameter (per time period), and the trip rate result (per time period). Total trip rates (the sum of the column) are also displayed at the foot of the table.

To obtain a trip rate, the average (mean) trip rate parameter value (TRP) is first calculated for all selected survey days that have count data available for the stated time period. The average (mean) number of arrivals, departures or totals (whichever applies) is also calculated (COUNT) for all selected survey days that have count data available for the stated time period. Then, the average count is divided by the average trip rate parameter value, and multiplied by the stated calculation factor (shown just above the table and abbreviated here as FACT). So, the method is: COUNT/TRP*FACT. Trip rates are then rounded to 3 decimal places.

Parameter summary

Trip rate parameter range selected: 6 - 432 (units: ) Survey date date range: 01/01/06 - 13/01/17 Number of weekdays (Monday-Friday): 48 Number of Saturdays: 1 Number of Sundays: 6 Surveys automatically removed from selection: 3 Surveys manually removed from selection: 0

This section displays a quick summary of some of the data filtering selections made by the TRICS® user. The trip rate calculation parameter range of all selected surveys is displayed first, followed by the range of minimum and maximum survey dates selected by the user. Then, the total number of selected weekdays and weekend days in the selected set of surveys are show. Finally, the number of survey days that have been manually removed from the selected set outside of the standard filtering procedure are displayed. TRICS 7.3.4 120117 B17.46 (C) 2017 TRICS Consortium Ltd Friday 13/01/17 Cheadle2 Residential Page 14 TPi Rocky Lane Aston/Birmingham Licence No: 522501

TRIP RATE for Land Use 03 - RESIDENTIAL/A - HOUSES PRIVATELY OWNED OGVS Calculation factor: 1 DWELLS BOLD print indicates peak (busiest) period

ARRIVALS DEPARTURES TOTALS No. Ave. Trip No. Ave. Trip No. Ave. Trip Time Range Days DWELLS Rate Days DWELLS Rate Days DWELLS Rate 00:00 - 01:00 01:00 - 02:00 02:00 - 03:00 03:00 - 04:00 04:00 - 05:00 05:00 - 06:00 06:00 - 07:00 07:00 - 08:00 55 80 0.002 55 80 0.002 55 80 0.004 08:00 - 09:00 55 80 0.002 55 80 0.002 55 80 0.004 09:00 - 10:00 55 80 0.002 55 80 0.002 55 80 0.004 10:00 - 11:00 55 80 0.002 55 80 0.002 55 80 0.004 11:00 - 12:00 55 80 0.002 55 80 0.002 55 80 0.004 12:00 - 13:00 55 80 0.002 55 80 0.002 55 80 0.004 13:00 - 14:00 55 80 0.002 55 80 0.003 55 80 0.005 14:00 - 15:00 55 80 0.002 55 80 0.003 55 80 0.005 15:00 - 16:00 55 80 0.001 55 80 0.001 55 80 0.002 16:00 - 17:00 55 80 0.002 55 80 0.001 55 80 0.003 17:00 - 18:00 55 80 0.001 55 80 0.001 55 80 0.002 18:00 - 19:00 55 80 0.000 55 80 0.000 55 80 0.000 19:00 - 20:00 20:00 - 21:00 21:00 - 22:00 22:00 - 23:00 23:00 - 24:00 Total Rates: 0.020 0.021 0.041

This section displays the trip rate results based on the selected set of surveys and the selected count type (shown just above the table). It is split by three main columns, representing arrivals trips, departures trips, and total trips (arrivals plus departures). Within each of these main columns are three sub-columns. These display the number of survey days where count data is included (per time period), the average value of the selected trip rate calculation parameter (per time period), and the trip rate result (per time period). Total trip rates (the sum of the column) are also displayed at the foot of the table.

To obtain a trip rate, the average (mean) trip rate parameter value (TRP) is first calculated for all selected survey days that have count data available for the stated time period. The average (mean) number of arrivals, departures or totals (whichever applies) is also calculated (COUNT) for all selected survey days that have count data available for the stated time period. Then, the average count is divided by the average trip rate parameter value, and multiplied by the stated calculation factor (shown just above the table and abbreviated here as FACT). So, the method is: COUNT/TRP*FACT. Trip rates are then rounded to 3 decimal places.

Parameter summary

Trip rate parameter range selected: 6 - 432 (units: ) Survey date date range: 01/01/06 - 13/01/17 Number of weekdays (Monday-Friday): 48 Number of Saturdays: 1 Number of Sundays: 6 Surveys automatically removed from selection: 3 Surveys manually removed from selection: 0

This section displays a quick summary of some of the data filtering selections made by the TRICS® user. The trip rate calculation parameter range of all selected surveys is displayed first, followed by the range of minimum and maximum survey dates selected by the user. Then, the total number of selected weekdays and weekend days in the selected set of surveys are show. Finally, the number of survey days that have been manually removed from the selected set outside of the standard filtering procedure are displayed. TRICS 7.3.4 120117 B17.46 (C) 2017 TRICS Consortium Ltd Friday 13/01/17 Cheadle2 Residential Page 15 TPi Rocky Lane Aston/Birmingham Licence No: 522501

TRIP RATE for Land Use 03 - RESIDENTIAL/A - HOUSES PRIVATELY OWNED PSVS Calculation factor: 1 DWELLS BOLD print indicates peak (busiest) period

ARRIVALS DEPARTURES TOTALS No. Ave. Trip No. Ave. Trip No. Ave. Trip Time Range Days DWELLS Rate Days DWELLS Rate Days DWELLS Rate 00:00 - 01:00 01:00 - 02:00 02:00 - 03:00 03:00 - 04:00 04:00 - 05:00 05:00 - 06:00 06:00 - 07:00 07:00 - 08:00 55 80 0.000 55 80 0.000 55 80 0.000 08:00 - 09:00 55 80 0.000 55 80 0.000 55 80 0.000 09:00 - 10:00 55 80 0.000 55 80 0.000 55 80 0.000 10:00 - 11:00 55 80 0.000 55 80 0.000 55 80 0.000 11:00 - 12:00 55 80 0.001 55 80 0.001 55 80 0.002 12:00 - 13:00 55 80 0.000 55 80 0.000 55 80 0.000 13:00 - 14:00 55 80 0.000 55 80 0.000 55 80 0.000 14:00 - 15:00 55 80 0.000 55 80 0.000 55 80 0.000 15:00 - 16:00 55 80 0.001 55 80 0.000 55 80 0.001 16:00 - 17:00 55 80 0.000 55 80 0.000 55 80 0.000 17:00 - 18:00 55 80 0.000 55 80 0.000 55 80 0.000 18:00 - 19:00 55 80 0.000 55 80 0.000 55 80 0.000 19:00 - 20:00 20:00 - 21:00 21:00 - 22:00 22:00 - 23:00 23:00 - 24:00 Total Rates: 0.002 0.001 0.003

This section displays the trip rate results based on the selected set of surveys and the selected count type (shown just above the table). It is split by three main columns, representing arrivals trips, departures trips, and total trips (arrivals plus departures). Within each of these main columns are three sub-columns. These display the number of survey days where count data is included (per time period), the average value of the selected trip rate calculation parameter (per time period), and the trip rate result (per time period). Total trip rates (the sum of the column) are also displayed at the foot of the table.

To obtain a trip rate, the average (mean) trip rate parameter value (TRP) is first calculated for all selected survey days that have count data available for the stated time period. The average (mean) number of arrivals, departures or totals (whichever applies) is also calculated (COUNT) for all selected survey days that have count data available for the stated time period. Then, the average count is divided by the average trip rate parameter value, and multiplied by the stated calculation factor (shown just above the table and abbreviated here as FACT). So, the method is: COUNT/TRP*FACT. Trip rates are then rounded to 3 decimal places.

Parameter summary

Trip rate parameter range selected: 6 - 432 (units: ) Survey date date range: 01/01/06 - 13/01/17 Number of weekdays (Monday-Friday): 48 Number of Saturdays: 1 Number of Sundays: 6 Surveys automatically removed from selection: 3 Surveys manually removed from selection: 0

This section displays a quick summary of some of the data filtering selections made by the TRICS® user. The trip rate calculation parameter range of all selected surveys is displayed first, followed by the range of minimum and maximum survey dates selected by the user. Then, the total number of selected weekdays and weekend days in the selected set of surveys are show. Finally, the number of survey days that have been manually removed from the selected set outside of the standard filtering procedure are displayed. TRICS 7.3.4 120117 B17.46 (C) 2017 TRICS Consortium Ltd Friday 13/01/17 Cheadle2 Residential Page 16 TPi Rocky Lane Aston/Birmingham Licence No: 522501

TRIP RATE for Land Use 03 - RESIDENTIAL/A - HOUSES PRIVATELY OWNED CYCLISTS Calculation factor: 1 DWELLS BOLD print indicates peak (busiest) period

ARRIVALS DEPARTURES TOTALS No. Ave. Trip No. Ave. Trip No. Ave. Trip Time Range Days DWELLS Rate Days DWELLS Rate Days DWELLS Rate 00:00 - 01:00 01:00 - 02:00 02:00 - 03:00 03:00 - 04:00 04:00 - 05:00 05:00 - 06:00 06:00 - 07:00 07:00 - 08:00 55 80 0.007 55 80 0.013 55 80 0.020 08:00 - 09:00 55 80 0.004 55 80 0.016 55 80 0.020 09:00 - 10:00 55 80 0.004 55 80 0.004 55 80 0.008 10:00 - 11:00 55 80 0.004 55 80 0.009 55 80 0.013 11:00 - 12:00 55 80 0.005 55 80 0.005 55 80 0.010 12:00 - 13:00 55 80 0.007 55 80 0.007 55 80 0.014 13:00 - 14:00 55 80 0.007 55 80 0.005 55 80 0.012 14:00 - 15:00 55 80 0.007 55 80 0.007 55 80 0.014 15:00 - 16:00 55 80 0.017 55 80 0.009 55 80 0.026 16:00 - 17:00 55 80 0.014 55 80 0.007 55 80 0.021 17:00 - 18:00 55 80 0.017 55 80 0.012 55 80 0.029 18:00 - 19:00 55 80 0.009 55 80 0.006 55 80 0.015 19:00 - 20:00 20:00 - 21:00 21:00 - 22:00 22:00 - 23:00 23:00 - 24:00 Total Rates: 0.102 0.100 0.202

This section displays the trip rate results based on the selected set of surveys and the selected count type (shown just above the table). It is split by three main columns, representing arrivals trips, departures trips, and total trips (arrivals plus departures). Within each of these main columns are three sub-columns. These display the number of survey days where count data is included (per time period), the average value of the selected trip rate calculation parameter (per time period), and the trip rate result (per time period). Total trip rates (the sum of the column) are also displayed at the foot of the table.

To obtain a trip rate, the average (mean) trip rate parameter value (TRP) is first calculated for all selected survey days that have count data available for the stated time period. The average (mean) number of arrivals, departures or totals (whichever applies) is also calculated (COUNT) for all selected survey days that have count data available for the stated time period. Then, the average count is divided by the average trip rate parameter value, and multiplied by the stated calculation factor (shown just above the table and abbreviated here as FACT). So, the method is: COUNT/TRP*FACT. Trip rates are then rounded to 3 decimal places.

Parameter summary

Trip rate parameter range selected: 6 - 432 (units: ) Survey date date range: 01/01/06 - 13/01/17 Number of weekdays (Monday-Friday): 48 Number of Saturdays: 1 Number of Sundays: 6 Surveys automatically removed from selection: 3 Surveys manually removed from selection: 0

This section displays a quick summary of some of the data filtering selections made by the TRICS® user. The trip rate calculation parameter range of all selected surveys is displayed first, followed by the range of minimum and maximum survey dates selected by the user. Then, the total number of selected weekdays and weekend days in the selected set of surveys are show. Finally, the number of survey days that have been manually removed from the selected set outside of the standard filtering procedure are displayed. Project Name Cheadle Town Centre – Phase 2 Document Title Transport Study Report

Appendix D.2 TRICS Report – Employment Business Park Trip Rates

Doc. Ref.:COSTCDT6573 /Rep 002 Rev. FINAL - H - Issued: April 2017 TRICS 7.3.4 120117 B17.46 (C) 2017 TRICS Consortium Ltd Wednesday 18/01/17 Cheadle2 - Employment Business Park Page 1 TPi Rocky Lane Aston/Birmingham Licence No: 522501

Calculation Reference: AUDIT-522501-170118-0106 TRIP RATE CALCULATION SELECTION PARAMETERS:

Land Use : 02 - EMPLOYMENT Category : B - BUSINESS PARK VEHICLES

Selected regions and areas: 02 SOUTH EAST HC HAMPSHIRE 1 days HF HERTFORDSHIRE 1 days SC SURREY 1 days 03 SOUTH WEST WL WILTSHIRE 1 days 04 EAST ANGLIA NF NORFOLK 1 days SF SUFFOLK 1 days 05 EAST MIDLANDS LN LINCOLNSHIRE 1 days 06 WEST MIDLANDS SH SHROPSHIRE 2 days WO WORCESTERSHIRE 1 days 07 YORKSHIRE & NORTH LINCOLNSHIRE WY WEST YORKSHIRE 1 days 08 NORTH WEST LC LANCASHIRE 1 days

This section displays the number of survey days per TRICS® sub-region in the selected set

Secondary Filtering selection:

This data displays the chosen trip rate parameter and its selected range. Only sites that fall within the parameter range are included in the trip rate calculation.

Parameter: Gross floor area Actual Range: 1300 to 121275 (units: sqm) Range Selected by User: 975 to 121275 (units: sqm)

Public Transport Provision: Selection by: Include all surveys

Date Range: 01/01/06 to 13/01/2017

This data displays the range of survey dates selected. Only surveys that were conducted within this date range are included in the trip rate calculation.

Selected survey days: Monday 2 days Tuesday 4 days Wednesday 2 days Thursday 4 days

This data displays the number of selected surveys by day of the week.

Selected survey types: Manual count 12 days Directional ATC Count 0 days

This data displays the number of manual classified surveys and the number of unclassified ATC surveys, the total adding up to the overall number of surveys in the selected set. Manual surveys are undertaken using staff, whilst ATC surveys are undertaking using machines.

Selected Locations: Edge of Town Centre 2 Suburban Area (PPS6 Out of Centre) 1 Edge of Town 9

This data displays the number of surveys per main location category within the selected set. The main location categories consist of Free Standing, Edge of Town, Suburban Area, Neighbourhood Centre, Edge of Town Centre, Town Centre and Not Known.

Selected Location Sub Categories: Industrial Zone 3 Commercial Zone 4 Residential Zone 1 Retail Zone 1 No Sub Category 3 TRICS 7.3.4 120117 B17.46 (C) 2017 TRICS Consortium Ltd Wednesday 18/01/17 Cheadle2 - Employment Business Park Page 2 TPi Rocky Lane Aston/Birmingham Licence No: 522501

This data displays the number of surveys per location sub-category within the selected set. The location sub-categories consist of Commercial Zone, Industrial Zone, Development Zone, Residential Zone, Retail Zone, Built-Up Zone, Village, Out of Town, High Street and No Sub Category.

Secondary Filtering selection:

Use Class: B 1 12 days

This data displays the number of surveys per Use Class classification within the selected set. The Use Classes Order 2005 has been used for this purpose, which can be found within the Library module of TRICS®.

Population within 1 mile: 1,001 to 5,000 2 days 5,001 to 10,000 3 days 10,001 to 15,000 4 days 15,001 to 20,000 2 days 25,001 to 50,000 1 days

This data displays the number of selected surveys within stated 1-mile radii of population.

Population within 5 miles: 5,001 to 25,000 1 days 25,001 to 50,000 2 days 50,001 to 75,000 1 days 75,001 to 100,000 1 days 100,001 to 125,000 2 days 125,001 to 250,000 5 days

This data displays the number of selected surveys within stated 5-mile radii of population.

Car ownership within 5 miles: 0.6 to 1.0 4 days 1.1 to 1.5 7 days 1.6 to 2.0 1 days

This data displays the number of selected surveys within stated ranges of average cars owned per residential dwelling, within a radius of 5-miles of selected survey sites.

Travel Plan: Yes 2 days No 10 days

This data displays the number of surveys within the selected set that were undertaken at sites with Travel Plans in place, and the number of surveys that were undertaken at sites without Travel Plans.

PTAL Rating: No PTAL Present 12 days

This data displays the number of selected surveys with PTAL Ratings. TRICS 7.3.4 120117 B17.46 (C) 2017 TRICS Consortium Ltd Wednesday 18/01/17 Cheadle2 - Employment Business Park Page 3 TPi Rocky Lane Aston/Birmingham Licence No: 522501

LIST OF SITES relevant to selection parameters

1 HC-02-B-01 BUSINESS PARK HAMPSHIRE CROCKFORD LANE CHINEHAM BUSINESS PARK BASINGSTOKE Edge of Town Commercial Zone Total Gross floor area: 121275 sqm Survey date: THURSDAY 22/11/07 Survey Type: MANUAL 2 HF-02-B-01 BUSINESS PARK HERTFORDSHIRE ST ALBANS ROAD WEST

HATFIELD Edge of Town Commercial Zone Total Gross floor area: 2 6 0 0 0 sqm Survey date: MONDAY 07/07/08 Survey Type: MANUAL 3 LC-02-B-03 BUSINESS PARK LANCASHIRE NAVIGATION WAY

PRESTON Edge of Town Commercial Zone Total Gross floor area: 3 4 5 0 sqm Survey date: TUESDAY 18/10/11 Survey Type: MANUAL 4 LN-02-B-02 BUSINESS PARK LINCOLNSHIRE CARDINAL CLOSE

LINCOLN Edge of Town Industrial Zone Total Gross floor area: 5 0 0 0 sqm Survey date: THURSDAY 25/06/15 Survey Type: MANUAL 5 NF-02-B-02 BUSINESS PARK NORFOLK WHITING ROAD LONG JOHN'S HILL NORWICH Edge of Town Retail Zone Total Gross floor area: 7 4 0 0 sqm Survey date: THURSDAY 17/05/07 Survey Type: MANUAL 6 SC-02-B-03 BUSINESS PARK SURREY A331

FRIMLEY Edge of Town Centre No Sub Category Total Gross floor area: 2 0 1 6 0 sqm Survey date: TUESDAY 27/11/12 Survey Type: MANUAL 7 SF-02-B-01 BUSINESS PK SUFFOLK KEMPSON WAY

BURY ST EDMUNDS Edge of Town Industrial Zone Total Gross floor area: 2 4 8 0 sqm Survey date: WEDNESDAY 10/05/06 Survey Type: MANUAL TRICS 7.3.4 120117 B17.46 (C) 2017 TRICS Consortium Ltd Wednesday 18/01/17 Cheadle2 - Employment Business Park Page 4 TPi Rocky Lane Aston/Birmingham Licence No: 522501

LIST OF SITES relevant to selection parameters (Cont.)

8 SH-02-B-03 BUSINESS CENTRE SHROPSHIRE CASTLE STREET HADLEY TELFORD Suburban Area (PPS6 Out of Centre) No Sub Category Total Gross floor area: 1 3 0 0 sqm Survey date: TUESDAY 16/06/09 Survey Type: MANUAL 9 SH-02-B-04 BUSINESS PARK SHROPSHIRE STAFFORD COURT

TELFORD Edge of Town Centre Commercial Zone Total Gross floor area: 1 0 1 7 5 sqm Survey date: THURSDAY 24/10/13 Survey Type: MANUAL 10 WL-02-B-01 BUSINESS PK WILTSHIRE HIGH STREET COPED HALL WOOTTON BASSETT Edge of Town Residential Zone Total Gross floor area: 2 6 0 0 sqm Survey date: MONDAY 02/10/06 Survey Type: MANUAL 11 WO-02-B-01 BUSINESS PARK WORCESTERSHIRE BURNT MEADOW ROAD MOORS MOAT NTH IND. EST REDDITCH Edge of Town Industrial Zone Total Gross floor area: 3 5 2 5 sqm Survey date: TUESDAY 02/05/06 Survey Type: MANUAL 12 WY-02-B-02 BUSINESS PARK WEST YORKSHIRE ARMITAGE BRIDGE

HUDDERSFIELD Edge of Town No Sub Category Total Gross floor area: 9 2 0 0 sqm Survey date: WEDNESDAY 23/04/14 Survey Type: MANUAL

This section provides a list of all survey sites and days in the selected set. For each individual survey site, it displays a unique site reference code and site address, the selected trip rate calculation parameter and its value, the day of the week and date of each survey, and whether the survey was a manual classified count or an ATC count. TRICS 7.3.4 120117 B17.46 (C) 2017 TRICS Consortium Ltd Wednesday 18/01/17 Cheadle2 - Employment Business Park Page 5 TPi Rocky Lane Aston/Birmingham Licence No: 522501

TRIP RATE for Land Use 02 - EMPLOYMENT/B - BUSINESS PARK VEHICLES Calculation factor: 100 sqm BOLD print indicates peak (busiest) period

ARRIVALS DEPARTURES TOTALS No. Ave. Trip No. Ave. Trip No. Ave. Trip Time Range Days GFA Rate Days GFA Rate Days GFA Rate 00:00 - 01:00 01:00 - 02:00 02:00 - 03:00 03:00 - 04:00 04:00 - 05:00 05:00 - 06:00 06:00 - 07:00 07:00 - 08:00 12 17714 0.442 12 17714 0.098 12 17714 0.540 08:00 - 09:00 12 17714 1.369 12 17714 0.283 12 17714 1.652 09:00 - 10:00 12 17714 0.703 12 17714 0.196 12 17714 0.899 10:00 - 11:00 12 17714 0.281 12 17714 0.222 12 17714 0.503 11:00 - 12:00 12 17714 0.207 12 17714 0.203 12 17714 0.410 12:00 - 13:00 12 17714 0.331 12 17714 0.454 12 17714 0.785 13:00 - 14:00 12 17714 0.472 12 17714 0.390 12 17714 0.862 14:00 - 15:00 12 17714 0.246 12 17714 0.272 12 17714 0.518 15:00 - 16:00 12 17714 0.191 12 17714 0.331 12 17714 0.522 16:00 - 17:00 12 17714 0.187 12 17714 0.632 12 17714 0.819 17:00 - 18:00 12 17714 0.183 12 17714 1.079 12 17714 1.262 18:00 - 19:00 11 18488 0.143 11 18488 0.517 11 18488 0.660 19:00 - 20:00 20:00 - 21:00 21:00 - 22:00 22:00 - 23:00 23:00 - 24:00 Total Rates: 4.755 4.677 9.432

This section displays the trip rate results based on the selected set of surveys and the selected count type (shown just above the table). It is split by three main columns, representing arrivals trips, departures trips, and total trips (arrivals plus departures). Within each of these main columns are three sub-columns. These display the number of survey days where count data is included (per time period), the average value of the selected trip rate calculation parameter (per time period), and the trip rate result (per time period). Total trip rates (the sum of the column) are also displayed at the foot of the table.

To obtain a trip rate, the average (mean) trip rate parameter value (TRP) is first calculated for all selected survey days that have count data available for the stated time period. The average (mean) number of arrivals, departures or totals (whichever applies) is also calculated (COUNT) for all selected survey days that have count data available for the stated time period. Then, the average count is divided by the average trip rate parameter value, and multiplied by the stated calculation factor (shown just above the table and abbreviated here as FACT). So, the method is: COUNT/TRP*FACT. Trip rates are then rounded to 3 decimal places.

Parameter summary

Trip rate parameter range selected: 1300 - 121275 (units: sqm) Survey date date range: 01/01/06 - 13/01/17 Number of weekdays (Monday-Friday): 12 Number of Saturdays: 0 Number of Sundays: 0 Surveys automatically removed from selection: 1 Surveys manually removed from selection: 0

This section displays a quick summary of some of the data filtering selections made by the TRICS® user. The trip rate calculation parameter range of all selected surveys is displayed first, followed by the range of minimum and maximum survey dates selected by the user. Then, the total number of selected weekdays and weekend days in the selected set of surveys are show. Finally, the number of survey days that have been manually removed from the selected set outside of the standard filtering procedure are displayed. TRICS 7.3.4 120117 B17.46 (C) 2017 TRICS Consortium Ltd Wednesday 18/01/17 Cheadle2 - Employment Business Park Page 6 TPi Rocky Lane Aston/Birmingham Licence No: 522501

TRIP RATE for Land Use 02 - EMPLOYMENT/B - BUSINESS PARK TAXIS Calculation factor: 100 sqm BOLD print indicates peak (busiest) period

ARRIVALS DEPARTURES TOTALS No. Ave. Trip No. Ave. Trip No. Ave. Trip Time Range Days GFA Rate Days GFA Rate Days GFA Rate 00:00 - 01:00 01:00 - 02:00 02:00 - 03:00 03:00 - 04:00 04:00 - 05:00 05:00 - 06:00 06:00 - 07:00 07:00 - 08:00 11 18870 0.006 11 18870 0.004 11 18870 0.010 08:00 - 09:00 12 17714 0.016 12 17714 0.011 12 17714 0.027 09:00 - 10:00 12 17714 0.016 12 17714 0.014 12 17714 0.030 10:00 - 11:00 12 17714 0.010 12 17714 0.010 12 17714 0.020 11:00 - 12:00 12 17714 0.005 12 17714 0.006 12 17714 0.011 12:00 - 13:00 12 17714 0.006 12 17714 0.007 12 17714 0.013 13:00 - 14:00 12 17714 0.006 12 17714 0.004 12 17714 0.010 14:00 - 15:00 12 17714 0.008 12 17714 0.007 12 17714 0.015 15:00 - 16:00 12 17714 0.007 12 17714 0.009 12 17714 0.016 16:00 - 17:00 12 17714 0.005 12 17714 0.007 12 17714 0.012 17:00 - 18:00 12 17714 0.007 12 17714 0.012 12 17714 0.019 18:00 - 19:00 11 18488 0.004 11 18488 0.005 11 18488 0.009 19:00 - 20:00 20:00 - 21:00 21:00 - 22:00 22:00 - 23:00 23:00 - 24:00 Total Rates: 0.096 0.096 0.192

This section displays the trip rate results based on the selected set of surveys and the selected count type (shown just above the table). It is split by three main columns, representing arrivals trips, departures trips, and total trips (arrivals plus departures). Within each of these main columns are three sub-columns. These display the number of survey days where count data is included (per time period), the average value of the selected trip rate calculation parameter (per time period), and the trip rate result (per time period). Total trip rates (the sum of the column) are also displayed at the foot of the table.

To obtain a trip rate, the average (mean) trip rate parameter value (TRP) is first calculated for all selected survey days that have count data available for the stated time period. The average (mean) number of arrivals, departures or totals (whichever applies) is also calculated (COUNT) for all selected survey days that have count data available for the stated time period. Then, the average count is divided by the average trip rate parameter value, and multiplied by the stated calculation factor (shown just above the table and abbreviated here as FACT). So, the method is: COUNT/TRP*FACT. Trip rates are then rounded to 3 decimal places.

Parameter summary

Trip rate parameter range selected: 1300 - 121275 (units: sqm) Survey date date range: 01/01/06 - 13/01/17 Number of weekdays (Monday-Friday): 12 Number of Saturdays: 0 Number of Sundays: 0 Surveys automatically removed from selection: 1 Surveys manually removed from selection: 0

This section displays a quick summary of some of the data filtering selections made by the TRICS® user. The trip rate calculation parameter range of all selected surveys is displayed first, followed by the range of minimum and maximum survey dates selected by the user. Then, the total number of selected weekdays and weekend days in the selected set of surveys are show. Finally, the number of survey days that have been manually removed from the selected set outside of the standard filtering procedure are displayed. TRICS 7.3.4 120117 B17.46 (C) 2017 TRICS Consortium Ltd Wednesday 18/01/17 Cheadle2 - Employment Business Park Page 7 TPi Rocky Lane Aston/Birmingham Licence No: 522501

TRIP RATE for Land Use 02 - EMPLOYMENT/B - BUSINESS PARK OGVS Calculation factor: 100 sqm BOLD print indicates peak (busiest) period

ARRIVALS DEPARTURES TOTALS No. Ave. Trip No. Ave. Trip No. Ave. Trip Time Range Days GFA Rate Days GFA Rate Days GFA Rate 00:00 - 01:00 01:00 - 02:00 02:00 - 03:00 03:00 - 04:00 04:00 - 05:00 05:00 - 06:00 06:00 - 07:00 07:00 - 08:00 12 17714 0.003 12 17714 0.003 12 17714 0.006 08:00 - 09:00 12 17714 0.014 12 17714 0.009 12 17714 0.023 09:00 - 10:00 12 17714 0.012 12 17714 0.012 12 17714 0.024 10:00 - 11:00 12 17714 0.008 12 17714 0.013 12 17714 0.021 11:00 - 12:00 12 17714 0.007 12 17714 0.007 12 17714 0.014 12:00 - 13:00 12 17714 0.010 12 17714 0.006 12 17714 0.016 13:00 - 14:00 12 17714 0.007 12 17714 0.009 12 17714 0.016 14:00 - 15:00 12 17714 0.006 12 17714 0.006 12 17714 0.012 15:00 - 16:00 12 17714 0.009 12 17714 0.008 12 17714 0.017 16:00 - 17:00 12 17714 0.006 12 17714 0.005 12 17714 0.011 17:00 - 18:00 12 17714 0.003 12 17714 0.005 12 17714 0.008 18:00 - 19:00 11 18488 0.001 11 18488 0.002 11 18488 0.003 19:00 - 20:00 20:00 - 21:00 21:00 - 22:00 22:00 - 23:00 23:00 - 24:00 Total Rates: 0.086 0.085 0.171

This section displays the trip rate results based on the selected set of surveys and the selected count type (shown just above the table). It is split by three main columns, representing arrivals trips, departures trips, and total trips (arrivals plus departures). Within each of these main columns are three sub-columns. These display the number of survey days where count data is included (per time period), the average value of the selected trip rate calculation parameter (per time period), and the trip rate result (per time period). Total trip rates (the sum of the column) are also displayed at the foot of the table.

To obtain a trip rate, the average (mean) trip rate parameter value (TRP) is first calculated for all selected survey days that have count data available for the stated time period. The average (mean) number of arrivals, departures or totals (whichever applies) is also calculated (COUNT) for all selected survey days that have count data available for the stated time period. Then, the average count is divided by the average trip rate parameter value, and multiplied by the stated calculation factor (shown just above the table and abbreviated here as FACT). So, the method is: COUNT/TRP*FACT. Trip rates are then rounded to 3 decimal places.

Parameter summary

Trip rate parameter range selected: 1300 - 121275 (units: sqm) Survey date date range: 01/01/06 - 13/01/17 Number of weekdays (Monday-Friday): 12 Number of Saturdays: 0 Number of Sundays: 0 Surveys automatically removed from selection: 1 Surveys manually removed from selection: 0

This section displays a quick summary of some of the data filtering selections made by the TRICS® user. The trip rate calculation parameter range of all selected surveys is displayed first, followed by the range of minimum and maximum survey dates selected by the user. Then, the total number of selected weekdays and weekend days in the selected set of surveys are show. Finally, the number of survey days that have been manually removed from the selected set outside of the standard filtering procedure are displayed. TRICS 7.3.4 120117 B17.46 (C) 2017 TRICS Consortium Ltd Wednesday 18/01/17 Cheadle2 - Employment Business Park Page 8 TPi Rocky Lane Aston/Birmingham Licence No: 522501

TRIP RATE for Land Use 02 - EMPLOYMENT/B - BUSINESS PARK PSVS Calculation factor: 100 sqm BOLD print indicates peak (busiest) period

ARRIVALS DEPARTURES TOTALS No. Ave. Trip No. Ave. Trip No. Ave. Trip Time Range Days GFA Rate Days GFA Rate Days GFA Rate 00:00 - 01:00 01:00 - 02:00 02:00 - 03:00 03:00 - 04:00 04:00 - 05:00 05:00 - 06:00 06:00 - 07:00 07:00 - 08:00 12 17714 0.002 12 17714 0.002 12 17714 0.004 08:00 - 09:00 12 17714 0.003 12 17714 0.003 12 17714 0.006 09:00 - 10:00 12 17714 0.002 12 17714 0.002 12 17714 0.004 10:00 - 11:00 12 17714 0.000 12 17714 0.000 12 17714 0.000 11:00 - 12:00 12 17714 0.001 12 17714 0.001 12 17714 0.002 12:00 - 13:00 12 17714 0.002 12 17714 0.002 12 17714 0.004 13:00 - 14:00 12 17714 0.004 12 17714 0.004 12 17714 0.008 14:00 - 15:00 12 17714 0.001 12 17714 0.001 12 17714 0.002 15:00 - 16:00 12 17714 0.001 12 17714 0.001 12 17714 0.002 16:00 - 17:00 12 17714 0.001 12 17714 0.002 12 17714 0.003 17:00 - 18:00 12 17714 0.002 12 17714 0.002 12 17714 0.004 18:00 - 19:00 11 18488 0.002 11 18488 0.002 11 18488 0.004 19:00 - 20:00 20:00 - 21:00 21:00 - 22:00 22:00 - 23:00 23:00 - 24:00 Total Rates: 0.021 0.022 0.043

This section displays the trip rate results based on the selected set of surveys and the selected count type (shown just above the table). It is split by three main columns, representing arrivals trips, departures trips, and total trips (arrivals plus departures). Within each of these main columns are three sub-columns. These display the number of survey days where count data is included (per time period), the average value of the selected trip rate calculation parameter (per time period), and the trip rate result (per time period). Total trip rates (the sum of the column) are also displayed at the foot of the table.

To obtain a trip rate, the average (mean) trip rate parameter value (TRP) is first calculated for all selected survey days that have count data available for the stated time period. The average (mean) number of arrivals, departures or totals (whichever applies) is also calculated (COUNT) for all selected survey days that have count data available for the stated time period. Then, the average count is divided by the average trip rate parameter value, and multiplied by the stated calculation factor (shown just above the table and abbreviated here as FACT). So, the method is: COUNT/TRP*FACT. Trip rates are then rounded to 3 decimal places.

Parameter summary

Trip rate parameter range selected: 1300 - 121275 (units: sqm) Survey date date range: 01/01/06 - 13/01/17 Number of weekdays (Monday-Friday): 12 Number of Saturdays: 0 Number of Sundays: 0 Surveys automatically removed from selection: 1 Surveys manually removed from selection: 0

This section displays a quick summary of some of the data filtering selections made by the TRICS® user. The trip rate calculation parameter range of all selected surveys is displayed first, followed by the range of minimum and maximum survey dates selected by the user. Then, the total number of selected weekdays and weekend days in the selected set of surveys are show. Finally, the number of survey days that have been manually removed from the selected set outside of the standard filtering procedure are displayed. TRICS 7.3.4 120117 B17.46 (C) 2017 TRICS Consortium Ltd Wednesday 18/01/17 Cheadle2 - Employment Business Park Page 9 TPi Rocky Lane Aston/Birmingham Licence No: 522501

TRIP RATE for Land Use 02 - EMPLOYMENT/B - BUSINESS PARK CYCLISTS Calculation factor: 100 sqm BOLD print indicates peak (busiest) period

ARRIVALS DEPARTURES TOTALS No. Ave. Trip No. Ave. Trip No. Ave. Trip Time Range Days GFA Rate Days GFA Rate Days GFA Rate 00:00 - 01:00 01:00 - 02:00 02:00 - 03:00 03:00 - 04:00 04:00 - 05:00 05:00 - 06:00 06:00 - 07:00 07:00 - 08:00 12 17714 0.009 12 17714 0.000 12 17714 0.009 08:00 - 09:00 12 17714 0.018 12 17714 0.001 12 17714 0.019 09:00 - 10:00 12 17714 0.006 12 17714 0.000 12 17714 0.006 10:00 - 11:00 12 17714 0.001 12 17714 0.000 12 17714 0.001 11:00 - 12:00 12 17714 0.000 12 17714 0.000 12 17714 0.000 12:00 - 13:00 12 17714 0.002 12 17714 0.001 12 17714 0.003 13:00 - 14:00 12 17714 0.002 12 17714 0.000 12 17714 0.002 14:00 - 15:00 12 17714 0.001 12 17714 0.001 12 17714 0.002 15:00 - 16:00 12 17714 0.000 12 17714 0.003 12 17714 0.003 16:00 - 17:00 12 17714 0.001 12 17714 0.011 12 17714 0.012 17:00 - 18:00 12 17714 0.001 12 17714 0.016 12 17714 0.017 18:00 - 19:00 11 18488 0.000 11 18488 0.006 11 18488 0.006 19:00 - 20:00 20:00 - 21:00 21:00 - 22:00 22:00 - 23:00 23:00 - 24:00 Total Rates: 0.041 0.039 0.080

This section displays the trip rate results based on the selected set of surveys and the selected count type (shown just above the table). It is split by three main columns, representing arrivals trips, departures trips, and total trips (arrivals plus departures). Within each of these main columns are three sub-columns. These display the number of survey days where count data is included (per time period), the average value of the selected trip rate calculation parameter (per time period), and the trip rate result (per time period). Total trip rates (the sum of the column) are also displayed at the foot of the table.

To obtain a trip rate, the average (mean) trip rate parameter value (TRP) is first calculated for all selected survey days that have count data available for the stated time period. The average (mean) number of arrivals, departures or totals (whichever applies) is also calculated (COUNT) for all selected survey days that have count data available for the stated time period. Then, the average count is divided by the average trip rate parameter value, and multiplied by the stated calculation factor (shown just above the table and abbreviated here as FACT). So, the method is: COUNT/TRP*FACT. Trip rates are then rounded to 3 decimal places.

Parameter summary

Trip rate parameter range selected: 1300 - 121275 (units: sqm) Survey date date range: 01/01/06 - 13/01/17 Number of weekdays (Monday-Friday): 12 Number of Saturdays: 0 Number of Sundays: 0 Surveys automatically removed from selection: 1 Surveys manually removed from selection: 0

This section displays a quick summary of some of the data filtering selections made by the TRICS® user. The trip rate calculation parameter range of all selected surveys is displayed first, followed by the range of minimum and maximum survey dates selected by the user. Then, the total number of selected weekdays and weekend days in the selected set of surveys are show. Finally, the number of survey days that have been manually removed from the selected set outside of the standard filtering procedure are displayed. Project Name Cheadle Town Centre – Phase 2 Document Title Transport Study Report

Appendix D.3 TRICS Report – Employment Industrial Trip Rates

Doc. Ref.:COSTCDT6573 /Rep 002 Rev. FINAL - I - Issued: April 2017 TRICS 7.3.4 120117 B17.46 (C) 2017 TRICS Consortium Ltd Wednesday 18/01/17 Cheadle2 - Employment Industrial Page 1 TPi Rocky Lane Aston/Birmingham Licence No: 522501

Calculation Reference: AUDIT-522501-170118-0121 TRIP RATE CALCULATION SELECTION PARAMETERS:

Land Use : 02 - EMPLOYMENT Category : C - INDUSTRIAL UNIT VEHICLES

Selected regions and areas: 02 SOUTH EAST HF HERTFORDSHIRE 1 days RE READING 1 days 03 SOUTH WEST CW CORNWALL 2 days DC DORSET 1 days DV DEVON 1 days 04 EAST ANGLIA SF SUFFOLK 1 days 05 EAST MIDLANDS NR NORTHAMPTONSHIRE 1 days 06 WEST MIDLANDS HE HEREFORDSHIRE 1 days WM WEST MIDLANDS 2 days 08 NORTH WEST CH CHESHIRE 2 days LC LANCASHIRE 1 days

This section displays the number of survey days per TRICS® sub-region in the selected set

Secondary Filtering selection:

This data displays the chosen trip rate parameter and its selected range. Only sites that fall within the parameter range are included in the trip rate calculation.

Parameter: Gross floor area Actual Range: 300 to 20000 (units: sqm) Range Selected by User: 300 to 43325 (units: sqm)

Public Transport Provision: Selection by: Include all surveys

Date Range: 01/01/06 to 13/01/17

This data displays the range of survey dates selected. Only surveys that were conducted within this date range are included in the trip rate calculation.

Selected survey days: Monday 1 days Tuesday 3 days Wednesday 3 days Thursday 5 days Friday 2 days

This data displays the number of selected surveys by day of the week.

Selected survey types: Manual count 14 days Directional ATC Count 0 days

This data displays the number of manual classified surveys and the number of unclassified ATC surveys, the total adding up to the overall number of surveys in the selected set. Manual surveys are undertaken using staff, whilst ATC surveys are undertaking using machines.

Selected Locations: Edge of Town Centre 1 Suburban Area (PPS6 Out of Centre) 3 Edge of Town 10

This data displays the number of surveys per main location category within the selected set. The main location categories consist of Free Standing, Edge of Town, Suburban Area, Neighbourhood Centre, Edge of Town Centre, Town Centre and Not Known.

Selected Location Sub Categories: Industrial Zone 11 Commercial Zone 2 No Sub Category 1 TRICS 7.3.4 120117 B17.46 (C) 2017 TRICS Consortium Ltd Wednesday 18/01/17 Cheadle2 - Employment Industrial Page 2 TPi Rocky Lane Aston/Birmingham Licence No: 522501

This data displays the number of surveys per location sub-category within the selected set. The location sub-categories consist of Commercial Zone, Industrial Zone, Development Zone, Residential Zone, Retail Zone, Built-Up Zone, Village, Out of Town, High Street and No Sub Category.

Secondary Filtering selection:

Use Class: B 1 10 days B 2 4 days

This data displays the number of surveys per Use Class classification within the selected set. The Use Classes Order 2005 has been used for this purpose, which can be found within the Library module of TRICS®.

Population within 1 mile: 1,001 to 5,000 4 days 5,001 to 10,000 2 days 10,001 to 15,000 4 days 15,001 to 20,000 1 days 25,001 to 50,000 3 days

This data displays the number of selected surveys within stated 1-mile radii of population.

Population within 5 miles: 5,001 to 25,000 1 days 50,001 to 75,000 4 days 75,001 to 100,000 2 days 125,001 to 250,000 7 days

This data displays the number of selected surveys within stated 5-mile radii of population.

Car ownership within 5 miles: 0.6 to 1.0 3 days 1.1 to 1.5 11 days

This data displays the number of selected surveys within stated ranges of average cars owned per residential dwelling, within a radius of 5-miles of selected survey sites.

Travel Plan: No 14 days

This data displays the number of surveys within the selected set that were undertaken at sites with Travel Plans in place, and the number of surveys that were undertaken at sites without Travel Plans.

PTAL Rating: No PTAL Present 14 days

This data displays the number of selected surveys with PTAL Ratings. TRICS 7.3.4 120117 B17.46 (C) 2017 TRICS Consortium Ltd Wednesday 18/01/17 Cheadle2 - Employment Industrial Page 3 TPi Rocky Lane Aston/Birmingham Licence No: 522501

LIST OF SITES relevant to selection parameters

1 CH-02-C-01 BAKERY CHESHIRE GADBROOK PARK HIGH SHURLACH NORTHWICH Edge of Town Industrial Zone Total Gross floor area: 1 5 0 0 0 sqm Survey date: THURSDAY 21/06/07 Survey Type: MANUAL 2 CH-02-C-02 INDUSTRIAL MATERIALS CHESHIRE JUPITER DRIVE CHESTER W. EMP. PARK CHESTER Edge of Town Industrial Zone Total Gross floor area: 8 1 0 0 sqm Survey date: WEDNESDAY 19/11/14 Survey Type: MANUAL 3 CW-02-C-01 FOOD DISTRIBUTION CORNWALL WILSON WAY POOL CAMBORNE Suburban Area (PPS6 Out of Centre) Industrial Zone Total Gross floor area: 1 0 2 0 0 sqm Survey date: FRIDAY 08/06/07 Survey Type: MANUAL 4 CW-02-C-02 LIGHTING COMPANY CORNWALL NORMANDY WAY

BODMIN Edge of Town Industrial Zone Total Gross floor area: 1 7 6 7 5 sqm Survey date: WEDNESDAY 06/06/07 Survey Type: MANUAL 5 DC-02-C-07 NEW LOOK DORSET MERCERY ROAD

WEYMOUTH Edge of Town No Sub Category Total Gross floor area: 5 4 6 7 sqm Survey date: MONDAY 07/07/08 Survey Type: MANUAL 6 DV-02-C-01 TUBE MANUFACTURE DEVON PLYMBRIDGE ROAD ESTOVER PLYMOUTH Edge of Town Industrial Zone Total Gross floor area: 2 0 0 0 0 sqm Survey date: TUESDAY 17/07/12 Survey Type: MANUAL 7 HE-02-C-02 THERMAL PROCESSING HEREFORDSHIRE COLLEGE ROAD BURCOTT HEREFORD Edge of Town Commercial Zone Total Gross floor area: 1 8 8 0 sqm Survey date: TUESDAY 22/10/13 Survey Type: MANUAL TRICS 7.3.4 120117 B17.46 (C) 2017 TRICS Consortium Ltd Wednesday 18/01/17 Cheadle2 - Employment Industrial Page 4 TPi Rocky Lane Aston/Birmingham Licence No: 522501

LIST OF SITES relevant to selection parameters (Cont.)

8 HF-02-C-01 INDUSTRIAL UNIT HERTFORDSHIRE BRIDGE ROAD EAST

WELWYN GARDEN CITY Suburban Area (PPS6 Out of Centre) Industrial Zone Total Gross floor area: 1 8 0 0 sqm Survey date: THURSDAY 17/07/08 Survey Type: MANUAL 9 LC-02-C-02 RECYCLING CO. LANCASHIRE ESSEX STREET RED SCAR IND ESTATE PRESTON Edge of Town Centre Industrial Zone Total Gross floor area: 8 0 0 0 sqm Survey date: THURSDAY 10/05/12 Survey Type: MANUAL 10 NR-02-C-01 PAPER COMPANY NORTHAMPTONSHIRE RHOSILI ROAD BRACKMILLS NORTHAMPTON Edge of Town Industrial Zone Total Gross floor area: 1 1 5 0 0 sqm Survey date: THURSDAY 27/11/08 Survey Type: MANUAL 11 RE-02-C-01 SHEET METAL FABRICATION READING COMMERCIAL ROAD

READING Edge of Town Industrial Zone Total Gross floor area: 6 4 5 sqm Survey date: THURSDAY 22/11/12 Survey Type: MANUAL 12 SF-02-C-01 JOINERY SUFFOLK ANSON ROAD MARTLESHAM HEATH IPSWICH Edge of Town Industrial Zone Total Gross floor area: 1 1 0 0 sqm Survey date: FRIDAY 12/07/13 Survey Type: MANUAL 13 WM-02-C-02 ARDONPRINT WEST MIDLANDS SYDNEY ROAD SMALL HEATH BIRMINGHAM Suburban Area (PPS6 Out of Centre) Commercial Zone Total Gross floor area: 3 0 0 sqm Survey date: WEDNESDAY 17/06/09 Survey Type: MANUAL 14 WM-02-C-03 INDUSTRIAL GLASS WEST MIDLANDS DOWNING STREET

SMETHWICK Edge of Town Industrial Zone Total Gross floor area: 5 0 7 0 sqm Survey date: TUESDAY 06/11/12 Survey Type: MANUAL

This section provides a list of all survey sites and days in the selected set. For each individual survey site, it displays a unique site reference code and site address, the selected trip rate calculation parameter and its value, the day of the week and date of each survey, and whether the survey was a manual classified count or an ATC count. TRICS 7.3.4 120117 B17.46 (C) 2017 TRICS Consortium Ltd Wednesday 18/01/17 Cheadle2 - Employment Industrial Page 5 TPi Rocky Lane Aston/Birmingham Licence No: 522501

TRIP RATE for Land Use 02 - EMPLOYMENT/C - INDUSTRIAL UNIT VEHICLES Calculation factor: 100 sqm BOLD print indicates peak (busiest) period

ARRIVALS DEPARTURES TOTALS No. Ave. Trip No. Ave. Trip No. Ave. Trip Time Range Days GFA Rate Days GFA Rate Days GFA Rate 00:00 - 01:00 01:00 - 02:00 02:00 - 03:00 03:00 - 04:00 04:00 - 05:00 05:00 - 06:00 06:00 - 07:00 07:00 - 08:00 14 7624 0.337 14 7624 0.102 14 7624 0.439 08:00 - 09:00 14 7624 0.512 14 7624 0.103 14 7624 0.615 09:00 - 10:00 14 7624 0.198 14 7624 0.126 14 7624 0.324 10:00 - 11:00 14 7624 0.121 14 7624 0.106 14 7624 0.227 11:00 - 12:00 14 7624 0.095 14 7624 0.096 14 7624 0.191 12:00 - 13:00 14 7624 0.130 14 7624 0.168 14 7624 0.298 13:00 - 14:00 14 7624 0.319 14 7624 0.197 14 7624 0.516 14:00 - 15:00 14 7624 0.149 14 7624 0.294 14 7624 0.443 15:00 - 16:00 14 7624 0.099 14 7624 0.161 14 7624 0.260 16:00 - 17:00 14 7624 0.092 14 7624 0.310 14 7624 0.402 17:00 - 18:00 14 7624 0.062 14 7624 0.394 14 7624 0.456 18:00 - 19:00 14 7624 0.073 14 7624 0.220 14 7624 0.293 19:00 - 20:00 20:00 - 21:00 21:00 - 22:00 22:00 - 23:00 23:00 - 24:00 Total Rates: 2.187 2.277 4.464

This section displays the trip rate results based on the selected set of surveys and the selected count type (shown just above the table). It is split by three main columns, representing arrivals trips, departures trips, and total trips (arrivals plus departures). Within each of these main columns are three sub-columns. These display the number of survey days where count data is included (per time period), the average value of the selected trip rate calculation parameter (per time period), and the trip rate result (per time period). Total trip rates (the sum of the column) are also displayed at the foot of the table.

To obtain a trip rate, the average (mean) trip rate parameter value (TRP) is first calculated for all selected survey days that have count data available for the stated time period. The average (mean) number of arrivals, departures or totals (whichever applies) is also calculated (COUNT) for all selected survey days that have count data available for the stated time period. Then, the average count is divided by the average trip rate parameter value, and multiplied by the stated calculation factor (shown just above the table and abbreviated here as FACT). So, the method is: COUNT/TRP*FACT. Trip rates are then rounded to 3 decimal places.

Parameter summary

Trip rate parameter range selected: 300 - 20000 (units: sqm) Survey date date range: 01/01/06 - 13/01/17 Number of weekdays (Monday-Friday): 14 Number of Saturdays: 0 Number of Sundays: 0 Surveys automatically removed from selection: 1 Surveys manually removed from selection: 0

This section displays a quick summary of some of the data filtering selections made by the TRICS® user. The trip rate calculation parameter range of all selected surveys is displayed first, followed by the range of minimum and maximum survey dates selected by the user. Then, the total number of selected weekdays and weekend days in the selected set of surveys are show. Finally, the number of survey days that have been manually removed from the selected set outside of the standard filtering procedure are displayed. TRICS 7.3.4 120117 B17.46 (C) 2017 TRICS Consortium Ltd Wednesday 18/01/17 Cheadle2 - Employment Industrial Page 6 TPi Rocky Lane Aston/Birmingham Licence No: 522501

TRIP RATE for Land Use 02 - EMPLOYMENT/C - INDUSTRIAL UNIT TAXIS Calculation factor: 100 sqm BOLD print indicates peak (busiest) period

ARRIVALS DEPARTURES TOTALS No. Ave. Trip No. Ave. Trip No. Ave. Trip Time Range Days GFA Rate Days GFA Rate Days GFA Rate 00:00 - 01:00 01:00 - 02:00 02:00 - 03:00 03:00 - 04:00 04:00 - 05:00 05:00 - 06:00 06:00 - 07:00 07:00 - 08:00 14 7624 0.010 14 7624 0.009 14 7624 0.019 08:00 - 09:00 14 7624 0.002 14 7624 0.004 14 7624 0.006 09:00 - 10:00 14 7624 0.004 14 7624 0.004 14 7624 0.008 10:00 - 11:00 14 7624 0.005 14 7624 0.005 14 7624 0.010 11:00 - 12:00 14 7624 0.002 14 7624 0.002 14 7624 0.004 12:00 - 13:00 14 7624 0.003 14 7624 0.003 14 7624 0.006 13:00 - 14:00 14 7624 0.003 14 7624 0.003 14 7624 0.006 14:00 - 15:00 14 7624 0.004 14 7624 0.004 14 7624 0.008 15:00 - 16:00 14 7624 0.001 14 7624 0.002 14 7624 0.003 16:00 - 17:00 14 7624 0.007 14 7624 0.004 14 7624 0.011 17:00 - 18:00 14 7624 0.002 14 7624 0.006 14 7624 0.008 18:00 - 19:00 14 7624 0.002 14 7624 0.002 14 7624 0.004 19:00 - 20:00 20:00 - 21:00 21:00 - 22:00 22:00 - 23:00 23:00 - 24:00 Total Rates: 0.045 0.048 0.093

This section displays the trip rate results based on the selected set of surveys and the selected count type (shown just above the table). It is split by three main columns, representing arrivals trips, departures trips, and total trips (arrivals plus departures). Within each of these main columns are three sub-columns. These display the number of survey days where count data is included (per time period), the average value of the selected trip rate calculation parameter (per time period), and the trip rate result (per time period). Total trip rates (the sum of the column) are also displayed at the foot of the table.

To obtain a trip rate, the average (mean) trip rate parameter value (TRP) is first calculated for all selected survey days that have count data available for the stated time period. The average (mean) number of arrivals, departures or totals (whichever applies) is also calculated (COUNT) for all selected survey days that have count data available for the stated time period. Then, the average count is divided by the average trip rate parameter value, and multiplied by the stated calculation factor (shown just above the table and abbreviated here as FACT). So, the method is: COUNT/TRP*FACT. Trip rates are then rounded to 3 decimal places.

Parameter summary

Trip rate parameter range selected: 300 - 20000 (units: sqm) Survey date date range: 01/01/06 - 13/01/17 Number of weekdays (Monday-Friday): 14 Number of Saturdays: 0 Number of Sundays: 0 Surveys automatically removed from selection: 1 Surveys manually removed from selection: 0

This section displays a quick summary of some of the data filtering selections made by the TRICS® user. The trip rate calculation parameter range of all selected surveys is displayed first, followed by the range of minimum and maximum survey dates selected by the user. Then, the total number of selected weekdays and weekend days in the selected set of surveys are show. Finally, the number of survey days that have been manually removed from the selected set outside of the standard filtering procedure are displayed. TRICS 7.3.4 120117 B17.46 (C) 2017 TRICS Consortium Ltd Wednesday 18/01/17 Cheadle2 - Employment Industrial Page 7 TPi Rocky Lane Aston/Birmingham Licence No: 522501

TRIP RATE for Land Use 02 - EMPLOYMENT/C - INDUSTRIAL UNIT OGVS Calculation factor: 100 sqm BOLD print indicates peak (busiest) period

ARRIVALS DEPARTURES TOTALS No. Ave. Trip No. Ave. Trip No. Ave. Trip Time Range Days GFA Rate Days GFA Rate Days GFA Rate 00:00 - 01:00 01:00 - 02:00 02:00 - 03:00 03:00 - 04:00 04:00 - 05:00 05:00 - 06:00 06:00 - 07:00 07:00 - 08:00 14 7624 0.007 14 7624 0.014 14 7624 0.021 08:00 - 09:00 14 7624 0.027 14 7624 0.023 14 7624 0.050 09:00 - 10:00 14 7624 0.039 14 7624 0.021 14 7624 0.060 10:00 - 11:00 14 7624 0.033 14 7624 0.025 14 7624 0.058 11:00 - 12:00 14 7624 0.023 14 7624 0.021 14 7624 0.044 12:00 - 13:00 14 7624 0.026 14 7624 0.016 14 7624 0.042 13:00 - 14:00 14 7624 0.030 14 7624 0.022 14 7624 0.052 14:00 - 15:00 14 7624 0.026 14 7624 0.013 14 7624 0.039 15:00 - 16:00 14 7624 0.014 14 7624 0.007 14 7624 0.021 16:00 - 17:00 14 7624 0.013 14 7624 0.014 14 7624 0.027 17:00 - 18:00 14 7624 0.006 14 7624 0.004 14 7624 0.010 18:00 - 19:00 14 7624 0.008 14 7624 0.008 14 7624 0.016 19:00 - 20:00 20:00 - 21:00 21:00 - 22:00 22:00 - 23:00 23:00 - 24:00 Total Rates: 0.252 0.188 0.440

This section displays the trip rate results based on the selected set of surveys and the selected count type (shown just above the table). It is split by three main columns, representing arrivals trips, departures trips, and total trips (arrivals plus departures). Within each of these main columns are three sub-columns. These display the number of survey days where count data is included (per time period), the average value of the selected trip rate calculation parameter (per time period), and the trip rate result (per time period). Total trip rates (the sum of the column) are also displayed at the foot of the table.

To obtain a trip rate, the average (mean) trip rate parameter value (TRP) is first calculated for all selected survey days that have count data available for the stated time period. The average (mean) number of arrivals, departures or totals (whichever applies) is also calculated (COUNT) for all selected survey days that have count data available for the stated time period. Then, the average count is divided by the average trip rate parameter value, and multiplied by the stated calculation factor (shown just above the table and abbreviated here as FACT). So, the method is: COUNT/TRP*FACT. Trip rates are then rounded to 3 decimal places.

Parameter summary

Trip rate parameter range selected: 300 - 20000 (units: sqm) Survey date date range: 01/01/06 - 13/01/17 Number of weekdays (Monday-Friday): 14 Number of Saturdays: 0 Number of Sundays: 0 Surveys automatically removed from selection: 1 Surveys manually removed from selection: 0

This section displays a quick summary of some of the data filtering selections made by the TRICS® user. The trip rate calculation parameter range of all selected surveys is displayed first, followed by the range of minimum and maximum survey dates selected by the user. Then, the total number of selected weekdays and weekend days in the selected set of surveys are show. Finally, the number of survey days that have been manually removed from the selected set outside of the standard filtering procedure are displayed. TRICS 7.3.4 120117 B17.46 (C) 2017 TRICS Consortium Ltd Wednesday 18/01/17 Cheadle2 - Employment Industrial Page 8 TPi Rocky Lane Aston/Birmingham Licence No: 522501

TRIP RATE for Land Use 02 - EMPLOYMENT/C - INDUSTRIAL UNIT PSVS Calculation factor: 100 sqm BOLD print indicates peak (busiest) period

ARRIVALS DEPARTURES TOTALS No. Ave. Trip No. Ave. Trip No. Ave. Trip Time Range Days GFA Rate Days GFA Rate Days GFA Rate 00:00 - 01:00 01:00 - 02:00 02:00 - 03:00 03:00 - 04:00 04:00 - 05:00 05:00 - 06:00 06:00 - 07:00 07:00 - 08:00 14 7624 0.000 14 7624 0.000 14 7624 0.000 08:00 - 09:00 14 7624 0.000 14 7624 0.000 14 7624 0.000 09:00 - 10:00 14 7624 0.001 14 7624 0.001 14 7624 0.002 10:00 - 11:00 14 7624 0.001 14 7624 0.000 14 7624 0.001 11:00 - 12:00 14 7624 0.000 14 7624 0.001 14 7624 0.001 12:00 - 13:00 14 7624 0.002 14 7624 0.001 14 7624 0.003 13:00 - 14:00 14 7624 0.000 14 7624 0.000 14 7624 0.000 14:00 - 15:00 14 7624 0.001 14 7624 0.000 14 7624 0.001 15:00 - 16:00 14 7624 0.000 14 7624 0.000 14 7624 0.000 16:00 - 17:00 14 7624 0.000 14 7624 0.000 14 7624 0.000 17:00 - 18:00 14 7624 0.000 14 7624 0.000 14 7624 0.000 18:00 - 19:00 14 7624 0.000 14 7624 0.000 14 7624 0.000 19:00 - 20:00 20:00 - 21:00 21:00 - 22:00 22:00 - 23:00 23:00 - 24:00 Total Rates: 0.005 0.003 0.008

This section displays the trip rate results based on the selected set of surveys and the selected count type (shown just above the table). It is split by three main columns, representing arrivals trips, departures trips, and total trips (arrivals plus departures). Within each of these main columns are three sub-columns. These display the number of survey days where count data is included (per time period), the average value of the selected trip rate calculation parameter (per time period), and the trip rate result (per time period). Total trip rates (the sum of the column) are also displayed at the foot of the table.

To obtain a trip rate, the average (mean) trip rate parameter value (TRP) is first calculated for all selected survey days that have count data available for the stated time period. The average (mean) number of arrivals, departures or totals (whichever applies) is also calculated (COUNT) for all selected survey days that have count data available for the stated time period. Then, the average count is divided by the average trip rate parameter value, and multiplied by the stated calculation factor (shown just above the table and abbreviated here as FACT). So, the method is: COUNT/TRP*FACT. Trip rates are then rounded to 3 decimal places.

Parameter summary

Trip rate parameter range selected: 300 - 20000 (units: sqm) Survey date date range: 01/01/06 - 13/01/17 Number of weekdays (Monday-Friday): 14 Number of Saturdays: 0 Number of Sundays: 0 Surveys automatically removed from selection: 1 Surveys manually removed from selection: 0

This section displays a quick summary of some of the data filtering selections made by the TRICS® user. The trip rate calculation parameter range of all selected surveys is displayed first, followed by the range of minimum and maximum survey dates selected by the user. Then, the total number of selected weekdays and weekend days in the selected set of surveys are show. Finally, the number of survey days that have been manually removed from the selected set outside of the standard filtering procedure are displayed. TRICS 7.3.4 120117 B17.46 (C) 2017 TRICS Consortium Ltd Wednesday 18/01/17 Cheadle2 - Employment Industrial Page 9 TPi Rocky Lane Aston/Birmingham Licence No: 522501

TRIP RATE for Land Use 02 - EMPLOYMENT/C - INDUSTRIAL UNIT CYCLISTS Calculation factor: 100 sqm BOLD print indicates peak (busiest) period

ARRIVALS DEPARTURES TOTALS No. Ave. Trip No. Ave. Trip No. Ave. Trip Time Range Days GFA Rate Days GFA Rate Days GFA Rate 00:00 - 01:00 01:00 - 02:00 02:00 - 03:00 03:00 - 04:00 04:00 - 05:00 05:00 - 06:00 06:00 - 07:00 07:00 - 08:00 14 7624 0.013 14 7624 0.003 14 7624 0.016 08:00 - 09:00 14 7624 0.008 14 7624 0.001 14 7624 0.009 09:00 - 10:00 14 7624 0.002 14 7624 0.000 14 7624 0.002 10:00 - 11:00 14 7624 0.000 14 7624 0.001 14 7624 0.001 11:00 - 12:00 14 7624 0.000 14 7624 0.001 14 7624 0.001 12:00 - 13:00 14 7624 0.000 14 7624 0.002 14 7624 0.002 13:00 - 14:00 14 7624 0.013 14 7624 0.007 14 7624 0.020 14:00 - 15:00 14 7624 0.009 14 7624 0.017 14 7624 0.026 15:00 - 16:00 14 7624 0.001 14 7624 0.003 14 7624 0.004 16:00 - 17:00 14 7624 0.001 14 7624 0.016 14 7624 0.017 17:00 - 18:00 14 7624 0.000 14 7624 0.008 14 7624 0.008 18:00 - 19:00 14 7624 0.003 14 7624 0.007 14 7624 0.010 19:00 - 20:00 20:00 - 21:00 21:00 - 22:00 22:00 - 23:00 23:00 - 24:00 Total Rates: 0.050 0.066 0.116

This section displays the trip rate results based on the selected set of surveys and the selected count type (shown just above the table). It is split by three main columns, representing arrivals trips, departures trips, and total trips (arrivals plus departures). Within each of these main columns are three sub-columns. These display the number of survey days where count data is included (per time period), the average value of the selected trip rate calculation parameter (per time period), and the trip rate result (per time period). Total trip rates (the sum of the column) are also displayed at the foot of the table.

To obtain a trip rate, the average (mean) trip rate parameter value (TRP) is first calculated for all selected survey days that have count data available for the stated time period. The average (mean) number of arrivals, departures or totals (whichever applies) is also calculated (COUNT) for all selected survey days that have count data available for the stated time period. Then, the average count is divided by the average trip rate parameter value, and multiplied by the stated calculation factor (shown just above the table and abbreviated here as FACT). So, the method is: COUNT/TRP*FACT. Trip rates are then rounded to 3 decimal places.

Parameter summary

Trip rate parameter range selected: 300 - 20000 (units: sqm) Survey date date range: 01/01/06 - 13/01/17 Number of weekdays (Monday-Friday): 14 Number of Saturdays: 0 Number of Sundays: 0 Surveys automatically removed from selection: 1 Surveys manually removed from selection: 0

This section displays a quick summary of some of the data filtering selections made by the TRICS® user. The trip rate calculation parameter range of all selected surveys is displayed first, followed by the range of minimum and maximum survey dates selected by the user. Then, the total number of selected weekdays and weekend days in the selected set of surveys are show. Finally, the number of survey days that have been manually removed from the selected set outside of the standard filtering procedure are displayed. Project Name Cheadle Town Centre – Phase 2 Document Title Transport Study Report

Appendix D.4 TRICS Report – Employment Office Trip Rates

Doc. Ref.:COSTCDT6573 /Rep 002 Rev. FINAL - J - Issued: April 2017 TRICS 7.3.4 120117 B17.46 (C) 2017 TRICS Consortium Ltd Wednesday 18/01/17 Cheadle2 - Employment Office Page 1 TPi Rocky Lane Aston/Birmingham Licence No: 522501

Calculation Reference: AUDIT-522501-170118-0141 TRIP RATE CALCULATION SELECTION PARAMETERS:

Land Use : 02 - EMPLOYMENT Category : A - OFFICE VEHICLES

Selected regions and areas: 02 SOUTH EAST BD BEDFORDSHIRE 1 days ES EAST SUSSEX 2 days HC HAMPSHIRE 1 days HF HERTFORDSHIRE 2 days KC KENT 6 days SC SURREY 3 days SO SLOUGH 2 days 03 SOUTH WEST CW CORNWALL 2 days DC DORSET 2 days 04 EAST ANGLIA CA CAMBRIDGESHIRE 2 days NF NORFOLK 1 days SF SUFFOLK 2 days 06 WEST MIDLANDS WO WORCESTERSHIRE 1 days 08 NORTH WEST LC LANCASHIRE 2 days 09 NORTH DH DURHAM 2 days

This section displays the number of survey days per TRICS® sub-region in the selected set

Secondary Filtering selection:

This data displays the chosen trip rate parameter and its selected range. Only sites that fall within the parameter range are included in the trip rate calculation.

Parameter: Gross floor area Actual Range: 186 to 39230 (units: sqm) Range Selected by User: 186 to 175000 (units: sqm)

Public Transport Provision: Selection by: Include all surveys

Date Range: 01/01/06 to 13/01/17

This data displays the range of survey dates selected. Only surveys that were conducted within this date range are included in the trip rate calculation.

Selected survey days: Monday 6 days Tuesday 9 days Wednesday 3 days Thursday 9 days Friday 4 days

This data displays the number of selected surveys by day of the week.

Selected survey types: Manual count 31 days Directional ATC Count 0 days

This data displays the number of manual classified surveys and the number of unclassified ATC surveys, the total adding up to the overall number of surveys in the selected set. Manual surveys are undertaken using staff, whilst ATC surveys are undertaking using machines.

Selected Locations: Town Centre 3 Edge of Town Centre 14 Suburban Area (PPS6 Out of Centre) 5 Edge of Town 9 TRICS 7.3.4 120117 B17.46 (C) 2017 TRICS Consortium Ltd Wednesday 18/01/17 Cheadle2 - Employment Office Page 2 TPi Rocky Lane Aston/Birmingham Licence No: 522501

This data displays the number of surveys per main location category within the selected set. The main location categories consist of Free Standing, Edge of Town, Suburban Area, Neighbourhood Centre, Edge of Town Centre, Town Centre and Not Known.

Selected Location Sub Categories: Industrial Zone 3 Commercial Zone 6 Residential Zone 5 Retail Zone 1 Built-Up Zone 12 High Street 1 No Sub Category 3

This data displays the number of surveys per location sub-category within the selected set. The location sub-categories consist of Commercial Zone, Industrial Zone, Development Zone, Residential Zone, Retail Zone, Built-Up Zone, Village, Out of Town, High Street and No Sub Category.

Secondary Filtering selection:

Use Class: A 1 1 days B 1 30 days

This data displays the number of surveys per Use Class classification within the selected set. The Use Classes Order 2005 has been used for this purpose, which can be found within the Library module of TRICS®.

Population within 1 mile: Not Known 1 days 1,001 to 5,000 1 days 5,001 to 10,000 8 days 10,001 to 15,000 5 days 15,001 to 20,000 5 days 25,001 to 50,000 11 days

This data displays the number of selected surveys within stated 1-mile radii of population.

Population within 5 miles: Not Known 1 days 25,001 to 50,000 5 days 50,001 to 75,000 1 days 75,001 to 100,000 6 days 100,001 to 125,000 2 days 125,001 to 250,000 16 days

This data displays the number of selected surveys within stated 5-mile radii of population.

Car ownership within 5 miles: 0.5 or Less 1 days 0.6 to 1.0 6 days 1.1 to 1.5 19 days 1.6 to 2.0 5 days

This data displays the number of selected surveys within stated ranges of average cars owned per residential dwelling, within a radius of 5-miles of selected survey sites.

Travel Plan: Yes 16 days No 15 days

This data displays the number of surveys within the selected set that were undertaken at sites with Travel Plans in place, and the number of surveys that were undertaken at sites without Travel Plans.

PTAL Rating: No PTAL Present 31 days

This data displays the number of selected surveys with PTAL Ratings. TRICS 7.3.4 120117 B17.46 (C) 2017 TRICS Consortium Ltd Wednesday 18/01/17 Cheadle2 - Employment Office Page 3 TPi Rocky Lane Aston/Birmingham Licence No: 522501

LIST OF SITES relevant to selection parameters

1 BD-02-A-03 OFFICES BEDFORDSHIRE BROMHAM ROAD

BEDFORD Edge of Town Centre No Sub Category Total Gross floor area: 1 4 6 9 sqm Survey date: MONDAY 14/10/13 Survey Type: MANUAL 2 CA-02-A-04 OFFICE CAMBRIDGESHIRE BRETTON WAY

PETERBOROUGH Edge of Town Commercial Zone Total Gross floor area: 6 4 8 3 sqm Survey date: THURSDAY 20/10/11 Survey Type: MANUAL 3 CA-02-A-05 OFFICES CAMBRIDGESHIRE NEW ROAD

PETERBOROUGH Town Centre Built-Up Zone Total Gross floor area: 8 7 9 3 sqm Survey date: TUESDAY 16/12/14 Survey Type: MANUAL 4 CW-02-A-02 INLAND REVENUE CORNWALL TRINITY STREET

ST AUSTELL Edge of Town Centre Built-Up Zone Total Gross floor area: 4 8 5 0 sqm Survey date: FRIDAY 08/06/07 Survey Type: MANUAL 5 CW-02-A-03 COUNCIL OFFICES CORNWALL A390 TREYEW ROAD

TRURO Edge of Town No Sub Category Total Gross floor area: 3 0 0 0 0 sqm Survey date: THURSDAY 07/06/07 Survey Type: MANUAL 6 DC-02-A-08 OFFICE DORSET STATION APPROACH

DORCHESTER Edge of Town Centre No Sub Category Total Gross floor area: 1 5 5 0 sqm Survey date: THURSDAY 03/07/08 Survey Type: MANUAL TRICS 7.3.4 120117 B17.46 (C) 2017 TRICS Consortium Ltd Wednesday 18/01/17 Cheadle2 - Employment Office Page 4 TPi Rocky Lane Aston/Birmingham Licence No: 522501

LIST OF SITES relevant to selection parameters (Cont.)

7 DC-02-A-09 COUNCIL OFFICES DORSET THE GROVE

DORCHESTER Edge of Town Centre Built-Up Zone Total Gross floor area: 1 1 6 6 4 sqm Survey date: MONDAY 28/11/11 Survey Type: MANUAL 8 DH-02-A-01 RPMI OFFICES DURHAM BRINKBURN ROAD

DARLINGTON Suburban Area (PPS6 Out of Centre) Residential Zone Total Gross floor area: 3 3 7 2 sqm Survey date: FRIDAY 05/11/10 Survey Type: MANUAL 9 DH-02-A-02 CONSTRUCTION COMPANY DURHAM DURHAM ROAD BOWBURN NEAR DURHAM Edge of Town Industrial Zone Total Gross floor area: 2 0 0 0 sqm Survey date: TUESDAY 27/11/12 Survey Type: MANUAL 10 ES-02-A-11 HOUSING COMPANY EAST SUSSEX THE SIDINGS ORE VALLEY HASTINGS Suburban Area (PPS6 Out of Centre) Residential Zone Total Gross floor area: 1 8 6 sqm Survey date: TUESDAY 17/11/15 Survey Type: MANUAL 11 ES-02-A-12 COUNCIL OFFICES EAST SUSSEX VICARAGE LANE

HAILSHAM Edge of Town Centre Built-Up Zone Total Gross floor area: 3 6 4 0 sqm Survey date: THURSDAY 26/11/15 Survey Type: MANUAL 12 HC-02-A-09 ERICSON HAMPSHIRE MAPLEWOOD CHINEHAM BUSINESS PARK BASINGSTOKE Edge of Town Commercial Zone Total Gross floor area: 9 0 0 0 sqm Survey date: THURSDAY 22/11/07 Survey Type: MANUAL 13 HF-02-A-03 OFFICE HERTFORDSHIRE 60 VICTORIA STREET

ST ALBANS Edge of Town Centre Built-Up Zone Total Gross floor area: 6 1 0 sqm Survey date: WEDNESDAY 16/10/13 Survey Type: MANUAL TRICS 7.3.4 120117 B17.46 (C) 2017 TRICS Consortium Ltd Wednesday 18/01/17 Cheadle2 - Employment Office Page 5 TPi Rocky Lane Aston/Birmingham Licence No: 522501

LIST OF SITES relevant to selection parameters (Cont.)

14 HF-02-A-04 OFFICES HERTFORDSHIRE STATION WAY

ST ALBANS Edge of Town Centre Residential Zone Total Gross floor area: 5 0 0 0 sqm Survey date: THURSDAY 02/10/14 Survey Type: MANUAL 15 KC-02-A-06 LAND REGISTRY KENT FOREST ROAD CAMDEN PARK TUNBRIDGE WELLS Edge of Town Residential Zone Total Gross floor area: 5 6 7 7 sqm Survey date: TUESDAY 01/12/09 Survey Type: MANUAL 16 KC-02-A-07 KCC HIGHWAYS REG. KENT KAVELIN WAY HENWOOD IND. ESTATE ASHFORD Edge of Town Commercial Zone Total Gross floor area: 2 5 2 5 sqm Survey date: MONDAY 05/12/11 Survey Type: MANUAL 17 KC-02-A-08 KCC HIGHWAYS REG. OFFICE KENT ST MICHAEL'S CLOSE CLAY WOOD AYLESFORD Edge of Town Industrial Zone Total Gross floor area: 3 1 6 8 sqm Survey date: MONDAY 28/11/11 Survey Type: MANUAL 18 KC-02-A-09 COUNCIL OFFICES KENT SANDLING ROAD

MAIDSTONE Edge of Town Centre Built-Up Zone Total Gross floor area: 1 5 0 0 sqm Survey date: WEDNESDAY 19/10/11 Survey Type: MANUAL 19 KC-02-A-10 COUNCIL OFFICES KENT SANDLING ROAD

MAIDSTONE Edge of Town Centre Built-Up Zone Total Gross floor area: 2 9 0 0 sqm Survey date: WEDNESDAY 19/10/11 Survey Type: MANUAL TRICS 7.3.4 120117 B17.46 (C) 2017 TRICS Consortium Ltd Wednesday 18/01/17 Cheadle2 - Employment Office Page 6 TPi Rocky Lane Aston/Birmingham Licence No: 522501

LIST OF SITES relevant to selection parameters (Cont.)

20 KC-02-A-11 COUNTY HALL KENT SANDLING ROAD

MAIDSTONE Edge of Town Centre Built-Up Zone Total Gross floor area: 3 2 7 9 3 sqm Survey date: MONDAY 17/10/11 Survey Type: MANUAL 21 LC-02-A-08 COUNCIL OFFICES LANCASHIRE UNION STREET

CHORLEY Edge of Town Centre Retail Zone Total Gross floor area: 2 0 0 0 sqm Survey date: TUESDAY 13/06/06 Survey Type: MANUAL 22 LC-02-A-09 OFFICES LANCASHIRE FURTHERGATE

BLACKBURN Suburban Area (PPS6 Out of Centre) Built-Up Zone Total Gross floor area: 2 6 0 0 sqm Survey date: TUESDAY 04/06/13 Survey Type: MANUAL 23 NF-02-A-01 COUNCIL OFFICE NORFOLK CHAPEL STREET

KING'S LYNN Edge of Town Centre Built-Up Zone Total Gross floor area: 5 5 0 0 sqm Survey date: THURSDAY 30/09/10 Survey Type: MANUAL 24 SC-02-A-14 UNILEVER SURREY SPRINGFIELD DRIVE

LEATHERHEAD Edge of Town Commercial Zone Total Gross floor area: 1 9 9 7 4 sqm Survey date: TUESDAY 10/03/09 Survey Type: MANUAL 25 SC-02-A-15 ACCOUNTANTS SURREY BOXGROVE ROAD

GUILDFORD Suburban Area (PPS6 Out of Centre) Residential Zone Total Gross floor area: 1 8 9 6 sqm Survey date: TUESDAY 05/10/10 Survey Type: MANUAL 26 SC-02-A-16 BANK OF AMERICA SURREY STANHOPE ROAD

CAMBERLEY Edge of Town Commercial Zone Total Gross floor area: 3 9 2 3 0 sqm Survey date: TUESDAY 10/05/11 Survey Type: MANUAL TRICS 7.3.4 120117 B17.46 (C) 2017 TRICS Consortium Ltd Wednesday 18/01/17 Cheadle2 - Employment Office Page 7 TPi Rocky Lane Aston/Birmingham Licence No: 522501

LIST OF SITES relevant to selection parameters (Cont.)

27 SF-02-A-01 COUNCIL OFFICES SUFFOLK BEETONS WAY

BURY ST. EDMUNDS Suburban Area (PPS6 Out of Centre) Industrial Zone Total Gross floor area: 8 0 0 0 sqm Survey date: MONDAY 27/09/10 Survey Type: MANUAL 28 SF-02-A-02 OFFICES SUFFOLK BATH STREET

IPSWICH Edge of Town Centre Commercial Zone Total Gross floor area: 6 5 0 5 sqm Survey date: FRIDAY 19/07/13 Survey Type: MANUAL 29 SO-02-A-01 COUNCIL OFFICES SLOUGH HIGH STREET

SLOUGH Town Centre High Street Total Gross floor area: 1 8 0 0 sqm Survey date: THURSDAY 27/02/14 Survey Type: MANUAL 30 SO-02-A-02 COUNCIL OFFICES SLOUGH BATH ROAD

SLOUGH Edge of Town Centre Built-Up Zone Total Gross floor area: 5 0 5 0 sqm Survey date: THURSDAY 27/02/14 Survey Type: MANUAL 31 WO-02-A-01 OFFICES WORCESTERSHIRE ST MARY'S STREET

WORCESTER Town Centre Built-Up Zone Total Gross floor area: 2 2 6 5 7 sqm Survey date: FRIDAY 23/05/14 Survey Type: MANUAL

This section provides a list of all survey sites and days in the selected set. For each individual survey site, it displays a unique site reference code and site address, the selected trip rate calculation parameter and its value, the day of the week and date of each survey, and whether the survey was a manual classified count or an ATC count. TRICS 7.3.4 120117 B17.46 (C) 2017 TRICS Consortium Ltd Wednesday 18/01/17 Cheadle2 - Employment Office Page 8 TPi Rocky Lane Aston/Birmingham Licence No: 522501

TRIP RATE for Land Use 02 - EMPLOYMENT/A - OFFICE VEHICLES Calculation factor: 100 sqm BOLD print indicates peak (busiest) period

ARRIVALS DEPARTURES TOTALS No. Ave. Trip No. Ave. Trip No. Ave. Trip Time Range Days GFA Rate Days GFA Rate Days GFA Rate 00:00 - 01:00 01:00 - 02:00 02:00 - 03:00 03:00 - 04:00 04:00 - 05:00 05:00 - 06:00 1 19974 0.020 1 19974 0.010 1 19974 0.030 06:00 - 07:00 1 19974 0.175 1 19974 0.030 1 19974 0.205 07:00 - 08:00 31 8142 0.504 31 8142 0.051 31 8142 0.555 08:00 - 09:00 31 8142 1.275 31 8142 0.144 31 8142 1.419 09:00 - 10:00 31 8142 0.887 31 8142 0.243 31 8142 1.130 10:00 - 11:00 31 8142 0.373 31 8142 0.251 31 8142 0.624 11:00 - 12:00 31 8142 0.282 31 8142 0.271 31 8142 0.553 12:00 - 13:00 31 8142 0.302 31 8142 0.365 31 8142 0.667 13:00 - 14:00 31 8142 0.361 31 8142 0.313 31 8142 0.674 14:00 - 15:00 31 8142 0.264 31 8142 0.297 31 8142 0.561 15:00 - 16:00 31 8142 0.209 31 8142 0.380 31 8142 0.589 16:00 - 17:00 31 8142 0.182 31 8142 0.928 31 8142 1.110 17:00 - 18:00 31 8142 0.128 31 8142 1.118 31 8142 1.246 18:00 - 19:00 31 8142 0.044 31 8142 0.360 31 8142 0.404 19:00 - 20:00 20:00 - 21:00 21:00 - 22:00 22:00 - 23:00 23:00 - 24:00 Total Rates: 5.006 4.761 9.767

This section displays the trip rate results based on the selected set of surveys and the selected count type (shown just above the table). It is split by three main columns, representing arrivals trips, departures trips, and total trips (arrivals plus departures). Within each of these main columns are three sub-columns. These display the number of survey days where count data is included (per time period), the average value of the selected trip rate calculation parameter (per time period), and the trip rate result (per time period). Total trip rates (the sum of the column) are also displayed at the foot of the table.

To obtain a trip rate, the average (mean) trip rate parameter value (TRP) is first calculated for all selected survey days that have count data available for the stated time period. The average (mean) number of arrivals, departures or totals (whichever applies) is also calculated (COUNT) for all selected survey days that have count data available for the stated time period. Then, the average count is divided by the average trip rate parameter value, and multiplied by the stated calculation factor (shown just above the table and abbreviated here as FACT). So, the method is: COUNT/TRP*FACT. Trip rates are then rounded to 3 decimal places.

Parameter summary

Trip rate parameter range selected: 186 - 39230 (units: sqm) Survey date date range: 01/01/06 - 13/01/17 Number of weekdays (Monday-Friday): 31 Number of Saturdays: 0 Number of Sundays: 0 Surveys automatically removed from selection: 7 Surveys manually removed from selection: 0

This section displays a quick summary of some of the data filtering selections made by the TRICS® user. The trip rate calculation parameter range of all selected surveys is displayed first, followed by the range of minimum and maximum survey dates selected by the user. Then, the total number of selected weekdays and weekend days in the selected set of surveys are show. Finally, the number of survey days that have been manually removed from the selected set outside of the standard filtering procedure are displayed. TRICS 7.3.4 120117 B17.46 (C) 2017 TRICS Consortium Ltd Wednesday 18/01/17 Cheadle2 - Employment Office Page 9 TPi Rocky Lane Aston/Birmingham Licence No: 522501

TRIP RATE for Land Use 02 - EMPLOYMENT/A - OFFICE TAXIS Calculation factor: 100 sqm BOLD print indicates peak (busiest) period

ARRIVALS DEPARTURES TOTALS No. Ave. Trip No. Ave. Trip No. Ave. Trip Time Range Days GFA Rate Days GFA Rate Days GFA Rate 00:00 - 01:00 01:00 - 02:00 02:00 - 03:00 03:00 - 04:00 04:00 - 05:00 05:00 - 06:00 1 19974 0.000 1 19974 0.000 1 19974 0.000 06:00 - 07:00 1 19974 0.005 1 19974 0.005 1 19974 0.010 07:00 - 08:00 31 8142 0.006 31 8142 0.006 31 8142 0.012 08:00 - 09:00 31 8142 0.010 31 8142 0.009 31 8142 0.019 09:00 - 10:00 31 8142 0.010 31 8142 0.010 31 8142 0.020 10:00 - 11:00 31 8142 0.006 31 8142 0.006 31 8142 0.012 11:00 - 12:00 31 8142 0.004 31 8142 0.004 31 8142 0.008 12:00 - 13:00 31 8142 0.005 31 8142 0.004 31 8142 0.009 13:00 - 14:00 31 8142 0.004 31 8142 0.004 31 8142 0.008 14:00 - 15:00 31 8142 0.004 31 8142 0.003 31 8142 0.007 15:00 - 16:00 31 8142 0.002 31 8142 0.003 31 8142 0.005 16:00 - 17:00 31 8142 0.003 31 8142 0.003 31 8142 0.006 17:00 - 18:00 31 8142 0.006 31 8142 0.006 31 8142 0.012 18:00 - 19:00 31 8142 0.002 31 8142 0.002 31 8142 0.004 19:00 - 20:00 20:00 - 21:00 21:00 - 22:00 22:00 - 23:00 23:00 - 24:00 Total Rates: 0.067 0.065 0.132

This section displays the trip rate results based on the selected set of surveys and the selected count type (shown just above the table). It is split by three main columns, representing arrivals trips, departures trips, and total trips (arrivals plus departures). Within each of these main columns are three sub-columns. These display the number of survey days where count data is included (per time period), the average value of the selected trip rate calculation parameter (per time period), and the trip rate result (per time period). Total trip rates (the sum of the column) are also displayed at the foot of the table.

To obtain a trip rate, the average (mean) trip rate parameter value (TRP) is first calculated for all selected survey days that have count data available for the stated time period. The average (mean) number of arrivals, departures or totals (whichever applies) is also calculated (COUNT) for all selected survey days that have count data available for the stated time period. Then, the average count is divided by the average trip rate parameter value, and multiplied by the stated calculation factor (shown just above the table and abbreviated here as FACT). So, the method is: COUNT/TRP*FACT. Trip rates are then rounded to 3 decimal places.

Parameter summary

Trip rate parameter range selected: 186 - 39230 (units: sqm) Survey date date range: 01/01/06 - 13/01/17 Number of weekdays (Monday-Friday): 31 Number of Saturdays: 0 Number of Sundays: 0 Surveys automatically removed from selection: 7 Surveys manually removed from selection: 0

This section displays a quick summary of some of the data filtering selections made by the TRICS® user. The trip rate calculation parameter range of all selected surveys is displayed first, followed by the range of minimum and maximum survey dates selected by the user. Then, the total number of selected weekdays and weekend days in the selected set of surveys are show. Finally, the number of survey days that have been manually removed from the selected set outside of the standard filtering procedure are displayed. TRICS 7.3.4 120117 B17.46 (C) 2017 TRICS Consortium Ltd Wednesday 18/01/17 Cheadle2 - Employment Office Page 10 TPi Rocky Lane Aston/Birmingham Licence No: 522501

TRIP RATE for Land Use 02 - EMPLOYMENT/A - OFFICE OGVS Calculation factor: 100 sqm BOLD print indicates peak (busiest) period

ARRIVALS DEPARTURES TOTALS No. Ave. Trip No. Ave. Trip No. Ave. Trip Time Range Days GFA Rate Days GFA Rate Days GFA Rate 00:00 - 01:00 01:00 - 02:00 02:00 - 03:00 03:00 - 04:00 04:00 - 05:00 05:00 - 06:00 1 19974 0.000 1 19974 0.000 1 19974 0.000 06:00 - 07:00 1 19974 0.005 1 19974 0.005 1 19974 0.010 07:00 - 08:00 31 8142 0.002 31 8142 0.002 31 8142 0.004 08:00 - 09:00 31 8142 0.004 31 8142 0.004 31 8142 0.008 09:00 - 10:00 31 8142 0.003 31 8142 0.004 31 8142 0.007 10:00 - 11:00 31 8142 0.005 31 8142 0.004 31 8142 0.009 11:00 - 12:00 31 8142 0.004 31 8142 0.005 31 8142 0.009 12:00 - 13:00 31 8142 0.003 31 8142 0.002 31 8142 0.005 13:00 - 14:00 31 8142 0.002 31 8142 0.002 31 8142 0.004 14:00 - 15:00 31 8142 0.002 31 8142 0.003 31 8142 0.005 15:00 - 16:00 31 8142 0.005 31 8142 0.004 31 8142 0.009 16:00 - 17:00 31 8142 0.003 31 8142 0.002 31 8142 0.005 17:00 - 18:00 31 8142 0.001 31 8142 0.002 31 8142 0.003 18:00 - 19:00 31 8142 0.000 31 8142 0.000 31 8142 0.000 19:00 - 20:00 20:00 - 21:00 21:00 - 22:00 22:00 - 23:00 23:00 - 24:00 Total Rates: 0.039 0.039 0.078

This section displays the trip rate results based on the selected set of surveys and the selected count type (shown just above the table). It is split by three main columns, representing arrivals trips, departures trips, and total trips (arrivals plus departures). Within each of these main columns are three sub-columns. These display the number of survey days where count data is included (per time period), the average value of the selected trip rate calculation parameter (per time period), and the trip rate result (per time period). Total trip rates (the sum of the column) are also displayed at the foot of the table.

To obtain a trip rate, the average (mean) trip rate parameter value (TRP) is first calculated for all selected survey days that have count data available for the stated time period. The average (mean) number of arrivals, departures or totals (whichever applies) is also calculated (COUNT) for all selected survey days that have count data available for the stated time period. Then, the average count is divided by the average trip rate parameter value, and multiplied by the stated calculation factor (shown just above the table and abbreviated here as FACT). So, the method is: COUNT/TRP*FACT. Trip rates are then rounded to 3 decimal places.

Parameter summary

Trip rate parameter range selected: 186 - 39230 (units: sqm) Survey date date range: 01/01/06 - 13/01/17 Number of weekdays (Monday-Friday): 31 Number of Saturdays: 0 Number of Sundays: 0 Surveys automatically removed from selection: 7 Surveys manually removed from selection: 0

This section displays a quick summary of some of the data filtering selections made by the TRICS® user. The trip rate calculation parameter range of all selected surveys is displayed first, followed by the range of minimum and maximum survey dates selected by the user. Then, the total number of selected weekdays and weekend days in the selected set of surveys are show. Finally, the number of survey days that have been manually removed from the selected set outside of the standard filtering procedure are displayed. TRICS 7.3.4 120117 B17.46 (C) 2017 TRICS Consortium Ltd Wednesday 18/01/17 Cheadle2 - Employment Office Page 11 TPi Rocky Lane Aston/Birmingham Licence No: 522501

TRIP RATE for Land Use 02 - EMPLOYMENT/A - OFFICE PSVS Calculation factor: 100 sqm BOLD print indicates peak (busiest) period

ARRIVALS DEPARTURES TOTALS No. Ave. Trip No. Ave. Trip No. Ave. Trip Time Range Days GFA Rate Days GFA Rate Days GFA Rate 00:00 - 01:00 01:00 - 02:00 02:00 - 03:00 03:00 - 04:00 04:00 - 05:00 05:00 - 06:00 1 19974 0.000 1 19974 0.000 1 19974 0.000 06:00 - 07:00 1 19974 0.010 1 19974 0.010 1 19974 0.020 07:00 - 08:00 31 8142 0.001 31 8142 0.001 31 8142 0.002 08:00 - 09:00 31 8142 0.004 31 8142 0.002 31 8142 0.006 09:00 - 10:00 31 8142 0.003 31 8142 0.003 31 8142 0.006 10:00 - 11:00 31 8142 0.002 31 8142 0.002 31 8142 0.004 11:00 - 12:00 31 8142 0.002 31 8142 0.002 31 8142 0.004 12:00 - 13:00 31 8142 0.002 31 8142 0.002 31 8142 0.004 13:00 - 14:00 31 8142 0.003 31 8142 0.002 31 8142 0.005 14:00 - 15:00 31 8142 0.002 31 8142 0.003 31 8142 0.005 15:00 - 16:00 31 8142 0.003 31 8142 0.003 31 8142 0.006 16:00 - 17:00 31 8142 0.002 31 8142 0.004 31 8142 0.006 17:00 - 18:00 31 8142 0.003 31 8142 0.003 31 8142 0.006 18:00 - 19:00 31 8142 0.001 31 8142 0.002 31 8142 0.003 19:00 - 20:00 20:00 - 21:00 21:00 - 22:00 22:00 - 23:00 23:00 - 24:00 Total Rates: 0.038 0.039 0.077

This section displays the trip rate results based on the selected set of surveys and the selected count type (shown just above the table). It is split by three main columns, representing arrivals trips, departures trips, and total trips (arrivals plus departures). Within each of these main columns are three sub-columns. These display the number of survey days where count data is included (per time period), the average value of the selected trip rate calculation parameter (per time period), and the trip rate result (per time period). Total trip rates (the sum of the column) are also displayed at the foot of the table.

To obtain a trip rate, the average (mean) trip rate parameter value (TRP) is first calculated for all selected survey days that have count data available for the stated time period. The average (mean) number of arrivals, departures or totals (whichever applies) is also calculated (COUNT) for all selected survey days that have count data available for the stated time period. Then, the average count is divided by the average trip rate parameter value, and multiplied by the stated calculation factor (shown just above the table and abbreviated here as FACT). So, the method is: COUNT/TRP*FACT. Trip rates are then rounded to 3 decimal places.

Parameter summary

Trip rate parameter range selected: 186 - 39230 (units: sqm) Survey date date range: 01/01/06 - 13/01/17 Number of weekdays (Monday-Friday): 31 Number of Saturdays: 0 Number of Sundays: 0 Surveys automatically removed from selection: 7 Surveys manually removed from selection: 0

This section displays a quick summary of some of the data filtering selections made by the TRICS® user. The trip rate calculation parameter range of all selected surveys is displayed first, followed by the range of minimum and maximum survey dates selected by the user. Then, the total number of selected weekdays and weekend days in the selected set of surveys are show. Finally, the number of survey days that have been manually removed from the selected set outside of the standard filtering procedure are displayed. TRICS 7.3.4 120117 B17.46 (C) 2017 TRICS Consortium Ltd Wednesday 18/01/17 Cheadle2 - Employment Office Page 12 TPi Rocky Lane Aston/Birmingham Licence No: 522501

TRIP RATE for Land Use 02 - EMPLOYMENT/A - OFFICE CYCLISTS Calculation factor: 100 sqm BOLD print indicates peak (busiest) period

ARRIVALS DEPARTURES TOTALS No. Ave. Trip No. Ave. Trip No. Ave. Trip Time Range Days GFA Rate Days GFA Rate Days GFA Rate 00:00 - 01:00 01:00 - 02:00 02:00 - 03:00 03:00 - 04:00 04:00 - 05:00 05:00 - 06:00 1 19974 0.000 1 19974 0.000 1 19974 0.000 06:00 - 07:00 1 19974 0.005 1 19974 0.000 1 19974 0.005 07:00 - 08:00 31 8142 0.010 31 8142 0.000 31 8142 0.010 08:00 - 09:00 31 8142 0.032 31 8142 0.001 31 8142 0.033 09:00 - 10:00 31 8142 0.011 31 8142 0.001 31 8142 0.012 10:00 - 11:00 31 8142 0.005 31 8142 0.003 31 8142 0.008 11:00 - 12:00 31 8142 0.004 31 8142 0.004 31 8142 0.008 12:00 - 13:00 31 8142 0.004 31 8142 0.006 31 8142 0.010 13:00 - 14:00 31 8142 0.006 31 8142 0.005 31 8142 0.011 14:00 - 15:00 31 8142 0.002 31 8142 0.005 31 8142 0.007 15:00 - 16:00 31 8142 0.003 31 8142 0.005 31 8142 0.008 16:00 - 17:00 31 8142 0.005 31 8142 0.018 31 8142 0.023 17:00 - 18:00 31 8142 0.002 31 8142 0.027 31 8142 0.029 18:00 - 19:00 31 8142 0.001 31 8142 0.009 31 8142 0.010 19:00 - 20:00 20:00 - 21:00 21:00 - 22:00 22:00 - 23:00 23:00 - 24:00 Total Rates: 0.090 0.084 0.174

This section displays the trip rate results based on the selected set of surveys and the selected count type (shown just above the table). It is split by three main columns, representing arrivals trips, departures trips, and total trips (arrivals plus departures). Within each of these main columns are three sub-columns. These display the number of survey days where count data is included (per time period), the average value of the selected trip rate calculation parameter (per time period), and the trip rate result (per time period). Total trip rates (the sum of the column) are also displayed at the foot of the table.

To obtain a trip rate, the average (mean) trip rate parameter value (TRP) is first calculated for all selected survey days that have count data available for the stated time period. The average (mean) number of arrivals, departures or totals (whichever applies) is also calculated (COUNT) for all selected survey days that have count data available for the stated time period. Then, the average count is divided by the average trip rate parameter value, and multiplied by the stated calculation factor (shown just above the table and abbreviated here as FACT). So, the method is: COUNT/TRP*FACT. Trip rates are then rounded to 3 decimal places.

Parameter summary

Trip rate parameter range selected: 186 - 39230 (units: sqm) Survey date date range: 01/01/06 - 13/01/17 Number of weekdays (Monday-Friday): 31 Number of Saturdays: 0 Number of Sundays: 0 Surveys automatically removed from selection: 7 Surveys manually removed from selection: 0

This section displays a quick summary of some of the data filtering selections made by the TRICS® user. The trip rate calculation parameter range of all selected surveys is displayed first, followed by the range of minimum and maximum survey dates selected by the user. Then, the total number of selected weekdays and weekend days in the selected set of surveys are show. Finally, the number of survey days that have been manually removed from the selected set outside of the standard filtering procedure are displayed. Project Name Cheadle Town Centre – Phase 2 Document Title Transport Study Report

Appendix D.5 TRICS Report – Employment Warehousing Trip Rates

Doc. Ref.:COSTCDT6573 /Rep 002 Rev. FINAL - K - Issued: April 2017 TRICS 7.3.4 120117 B17.46 (C) 2017 TRICS Consortium Ltd Wednesday 18/01/17 Cheadle2 - Employment Warehousing Page 1 TPi Rocky Lane Aston/Birmingham Licence No: 522501

Calculation Reference: AUDIT-522501-170118-0139 TRIP RATE CALCULATION SELECTION PARAMETERS:

Land Use : 02 - EMPLOYMENT Category : F - WAREHOUSING (COMMERCIAL) VEHICLES

Selected regions and areas: 02 SOUTH EAST HC HAMPSHIRE 1 days HF HERTFORDSHIRE 1 days 03 SOUTH WEST CW CORNWALL 1 days 04 EAST ANGLIA SF SUFFOLK 2 days 05 EAST MIDLANDS LN LINCOLNSHIRE 1 days 08 NORTH WEST LC LANCASHIRE 1 days 09 NORTH CB CUMBRIA 1 days TV TEES VALLEY 1 days

This section displays the number of survey days per TRICS® sub-region in the selected set

Secondary Filtering selection:

This data displays the chosen trip rate parameter and its selected range. Only sites that fall within the parameter range are included in the trip rate calculation.

Parameter: Gross floor area Actual Range: 1200 to 80066 (units: sqm) Range Selected by User: 387 to 80066 (units: sqm)

Public Transport Provision: Selection by: Include all surveys

Date Range: 01/01/06 to 13/01/17

This data displays the range of survey dates selected. Only surveys that were conducted within this date range are included in the trip rate calculation.

Selected survey days: Monday 1 days Tuesday 3 days Wednesday 1 days Thursday 2 days Friday 2 days

This data displays the number of selected surveys by day of the week.

Selected survey types: Manual count 9 days Directional ATC Count 0 days

This data displays the number of manual classified surveys and the number of unclassified ATC surveys, the total adding up to the overall number of surveys in the selected set. Manual surveys are undertaken using staff, whilst ATC surveys are undertaking using machines.

Selected Locations: Suburban Area (PPS6 Out of Centre) 2 Edge of Town 7

This data displays the number of surveys per main location category within the selected set. The main location categories consist of Free Standing, Edge of Town, Suburban Area, Neighbourhood Centre, Edge of Town Centre, Town Centre and Not Known.

Selected Location Sub Categories: Industrial Zone 5 Commercial Zone 1 Residential Zone 1 No Sub Category 2 TRICS 7.3.4 120117 B17.46 (C) 2017 TRICS Consortium Ltd Wednesday 18/01/17 Cheadle2 - Employment Warehousing Page 2 TPi Rocky Lane Aston/Birmingham Licence No: 522501

This data displays the number of surveys per location sub-category within the selected set. The location sub-categories consist of Commercial Zone, Industrial Zone, Development Zone, Residential Zone, Retail Zone, Built-Up Zone, Village, Out of Town, High Street and No Sub Category.

Secondary Filtering selection:

Use Class: B 8 9 days

This data displays the number of surveys per Use Class classification within the selected set. The Use Classes Order 2005 has been used for this purpose, which can be found within the Library module of TRICS®.

Population within 1 mile: 1,001 to 5,000 4 days 5,001 to 10,000 2 days 10,001 to 15,000 3 days

This data displays the number of selected surveys within stated 1-mile radii of population.

Population within 5 miles: 5,001 to 25,000 3 days 25,001 to 50,000 1 days 50,001 to 75,000 1 days 100,001 to 125,000 1 days 125,001 to 250,000 3 days

This data displays the number of selected surveys within stated 5-mile radii of population.

Car ownership within 5 miles: 0.6 to 1.0 1 days 1.1 to 1.5 8 days

This data displays the number of selected surveys within stated ranges of average cars owned per residential dwelling, within a radius of 5-miles of selected survey sites.

Travel Plan: Yes 1 days No 8 days

This data displays the number of surveys within the selected set that were undertaken at sites with Travel Plans in place, and the number of surveys that were undertaken at sites without Travel Plans.

PTAL Rating: No PTAL Present 9 days

This data displays the number of selected surveys with PTAL Ratings. TRICS 7.3.4 120117 B17.46 (C) 2017 TRICS Consortium Ltd Wednesday 18/01/17 Cheadle2 - Employment Warehousing Page 3 TPi Rocky Lane Aston/Birmingham Licence No: 522501

LIST OF SITES relevant to selection parameters

1 CB-02-F-01 DOMINO'S PIZZA CUMBRIA COWPER ROAD GILWILLY IND. ESTATE PENRITH Edge of Town Industrial Zone Total Gross floor area: 2 9 5 0 sqm Survey date: TUESDAY 10/06/14 Survey Type: MANUAL 2 CW-02-F-01 WAREHOUSING CORNWALL A390 THREEMILESTONE NEAR TRURO Edge of Town No Sub Category Total Gross floor area: 5 1 5 0 sqm Survey date: TUESDAY 18/09/07 Survey Type: MANUAL 3 HC-02-F-01 WAREHOUSING HAMPSHIRE MAURETANIA ROAD NURSLING INDUSTRIAL ESTATE SOUTHAMPTON Edge of Town Industrial Zone Total Gross floor area: 4 0 0 0 sqm Survey date: WEDNESDAY 21/11/07 Survey Type: MANUAL 4 HF-02-F-03 DISTRIBUTION CEN. HERTFORDSHIRE

HATFIELD BUSINESS CEN. HATFIELD Edge of Town Commercial Zone Total Gross floor area: 8 0 0 0 0 sqm Survey date: THURSDAY 10/07/08 Survey Type: MANUAL 5 LC-02-F-02 WAREHOUSING LANCASHIRE CHORLEY ROAD WALTON-LE-DALE PRESTON Suburban Area (PPS6 Out of Centre) Residential Zone Total Gross floor area: 1 2 0 0 sqm Survey date: FRIDAY 22/06/07 Survey Type: MANUAL 6 LN-02-F-01 BOOK SERVICE LINCOLNSHIRE TRENT ROAD

GRANTHAM Edge of Town No Sub Category Total Gross floor area: 3 2 3 0 0 sqm Survey date: MONDAY 29/11/10 Survey Type: MANUAL 7 SF-02-F-02 WAREHOUSING SUFFOLK WALTON ROAD

FELIXSTOWE Suburban Area (PPS6 Out of Centre) Industrial Zone Total Gross floor area: 2 2 2 7 0 sqm Survey date: THURSDAY 11/07/13 Survey Type: MANUAL TRICS 7.3.4 120117 B17.46 (C) 2017 TRICS Consortium Ltd Wednesday 18/01/17 Cheadle2 - Employment Warehousing Page 4 TPi Rocky Lane Aston/Birmingham Licence No: 522501

LIST OF SITES relevant to selection parameters (Cont.)

8 SF-02-F-03 ROAD HAULAGE SUFFOLK CENTRAL AVENUE WARREN HEATH IPSWICH Edge of Town Industrial Zone Total Gross floor area: 4 7 0 0 sqm Survey date: FRIDAY 18/09/15 Survey Type: MANUAL 9 TV-02-F-02 ARGOS WAREHOUSE TEES VALLEY ROUNDHOUSE ROAD FAVERDALE DARLINGTON Edge of Town Industrial Zone Total Gross floor area: 8 0 0 6 6 sqm Survey date: TUESDAY 07/10/08 Survey Type: MANUAL

This section provides a list of all survey sites and days in the selected set. For each individual survey site, it displays a unique site reference code and site address, the selected trip rate calculation parameter and its value, the day of the week and date of each survey, and whether the survey was a manual classified count or an ATC count. TRICS 7.3.4 120117 B17.46 (C) 2017 TRICS Consortium Ltd Wednesday 18/01/17 Cheadle2 - Employment Warehousing Page 5 TPi Rocky Lane Aston/Birmingham Licence No: 522501

TRIP RATE for Land Use 02 - EMPLOYMENT/F - WAREHOUSING (COMMERCIAL) VEHICLES Calculation factor: 100 sqm BOLD print indicates peak (busiest) period

ARRIVALS DEPARTURES TOTALS No. Ave. Trip No. Ave. Trip No. Ave. Trip Time Range Days GFA Rate Days GFA Rate Days GFA Rate 00:00 - 01:00 01:00 - 02:00 02:00 - 03:00 03:00 - 04:00 04:00 - 05:00 05:00 - 06:00 2 12610 0.028 2 12610 0.036 2 12610 0.064 06:00 - 07:00 2 12610 0.067 2 12610 0.059 2 12610 0.126 07:00 - 08:00 9 25848 0.087 9 25848 0.054 9 25848 0.141 08:00 - 09:00 9 25848 0.070 9 25848 0.051 9 25848 0.121 09:00 - 10:00 9 25848 0.070 9 25848 0.051 9 25848 0.121 10:00 - 11:00 9 25848 0.055 9 25848 0.055 9 25848 0.110 11:00 - 12:00 9 25848 0.053 9 25848 0.053 9 25848 0.106 12:00 - 13:00 9 25848 0.056 9 25848 0.057 9 25848 0.113 13:00 - 14:00 9 25848 0.103 9 25848 0.081 9 25848 0.184 14:00 - 15:00 9 25848 0.080 9 25848 0.094 9 25848 0.174 15:00 - 16:00 9 25848 0.077 9 25848 0.101 9 25848 0.178 16:00 - 17:00 9 25848 0.062 9 25848 0.098 9 25848 0.160 17:00 - 18:00 9 25848 0.034 9 25848 0.077 9 25848 0.111 18:00 - 19:00 9 25848 0.019 9 25848 0.050 9 25848 0.069 19:00 - 20:00 2 12610 0.056 2 12610 0.052 2 12610 0.108 20:00 - 21:00 2 12610 0.024 2 12610 0.044 2 12610 0.068 21:00 - 22:00 1 22270 0.031 1 22270 0.018 1 22270 0.049 22:00 - 23:00 23:00 - 24:00 Total Rates: 0.972 1.031 2.003

This section displays the trip rate results based on the selected set of surveys and the selected count type (shown just above the table). It is split by three main columns, representing arrivals trips, departures trips, and total trips (arrivals plus departures). Within each of these main columns are three sub-columns. These display the number of survey days where count data is included (per time period), the average value of the selected trip rate calculation parameter (per time period), and the trip rate result (per time period). Total trip rates (the sum of the column) are also displayed at the foot of the table.

To obtain a trip rate, the average (mean) trip rate parameter value (TRP) is first calculated for all selected survey days that have count data available for the stated time period. The average (mean) number of arrivals, departures or totals (whichever applies) is also calculated (COUNT) for all selected survey days that have count data available for the stated time period. Then, the average count is divided by the average trip rate parameter value, and multiplied by the stated calculation factor (shown just above the table and abbreviated here as FACT). So, the method is: COUNT/TRP*FACT. Trip rates are then rounded to 3 decimal places.

Parameter summary

Trip rate parameter range selected: 1200 - 80066 (units: sqm) Survey date date range: 01/01/06 - 13/01/17 Number of weekdays (Monday-Friday): 9 Number of Saturdays: 0 Number of Sundays: 0 Surveys automatically removed from selection: 0 Surveys manually removed from selection: 0

This section displays a quick summary of some of the data filtering selections made by the TRICS® user. The trip rate calculation parameter range of all selected surveys is displayed first, followed by the range of minimum and maximum survey dates selected by the user. Then, the total number of selected weekdays and weekend days in the selected set of surveys are show. Finally, the number of survey days that have been manually removed from the selected set outside of the standard filtering procedure are displayed. TRICS 7.3.4 120117 B17.46 (C) 2017 TRICS Consortium Ltd Wednesday 18/01/17 Cheadle2 - Employment Warehousing Page 6 TPi Rocky Lane Aston/Birmingham Licence No: 522501

TRIP RATE for Land Use 02 - EMPLOYMENT/F - WAREHOUSING (COMMERCIAL) TAXIS Calculation factor: 100 sqm BOLD print indicates peak (busiest) period

ARRIVALS DEPARTURES TOTALS No. Ave. Trip No. Ave. Trip No. Ave. Trip Time Range Days GFA Rate Days GFA Rate Days GFA Rate 00:00 - 01:00 01:00 - 02:00 02:00 - 03:00 03:00 - 04:00 04:00 - 05:00 05:00 - 06:00 2 12610 0.000 2 12610 0.000 2 12610 0.000 06:00 - 07:00 2 12610 0.000 2 12610 0.000 2 12610 0.000 07:00 - 08:00 9 25848 0.000 9 25848 0.000 9 25848 0.000 08:00 - 09:00 9 25848 0.000 9 25848 0.000 9 25848 0.000 09:00 - 10:00 9 25848 0.000 9 25848 0.000 9 25848 0.000 10:00 - 11:00 9 25848 0.000 9 25848 0.000 9 25848 0.000 11:00 - 12:00 9 25848 0.000 9 25848 0.000 9 25848 0.000 12:00 - 13:00 9 25848 0.000 9 25848 0.000 9 25848 0.000 13:00 - 14:00 9 25848 0.000 9 25848 0.000 9 25848 0.000 14:00 - 15:00 9 25848 0.000 9 25848 0.000 9 25848 0.000 15:00 - 16:00 9 25848 0.000 9 25848 0.000 9 25848 0.000 16:00 - 17:00 9 25848 0.001 9 25848 0.001 9 25848 0.002 17:00 - 18:00 9 25848 0.000 9 25848 0.000 9 25848 0.000 18:00 - 19:00 9 25848 0.000 9 25848 0.000 9 25848 0.000 19:00 - 20:00 2 12610 0.000 2 12610 0.000 2 12610 0.000 20:00 - 21:00 2 12610 0.000 2 12610 0.000 2 12610 0.000 21:00 - 22:00 1 22270 0.000 1 22270 0.000 1 22270 0.000 22:00 - 23:00 23:00 - 24:00 Total Rates: 0.001 0.001 0.002

This section displays the trip rate results based on the selected set of surveys and the selected count type (shown just above the table). It is split by three main columns, representing arrivals trips, departures trips, and total trips (arrivals plus departures). Within each of these main columns are three sub-columns. These display the number of survey days where count data is included (per time period), the average value of the selected trip rate calculation parameter (per time period), and the trip rate result (per time period). Total trip rates (the sum of the column) are also displayed at the foot of the table.

To obtain a trip rate, the average (mean) trip rate parameter value (TRP) is first calculated for all selected survey days that have count data available for the stated time period. The average (mean) number of arrivals, departures or totals (whichever applies) is also calculated (COUNT) for all selected survey days that have count data available for the stated time period. Then, the average count is divided by the average trip rate parameter value, and multiplied by the stated calculation factor (shown just above the table and abbreviated here as FACT). So, the method is: COUNT/TRP*FACT. Trip rates are then rounded to 3 decimal places.

Parameter summary

Trip rate parameter range selected: 1200 - 80066 (units: sqm) Survey date date range: 01/01/06 - 13/01/17 Number of weekdays (Monday-Friday): 9 Number of Saturdays: 0 Number of Sundays: 0 Surveys automatically removed from selection: 0 Surveys manually removed from selection: 0

This section displays a quick summary of some of the data filtering selections made by the TRICS® user. The trip rate calculation parameter range of all selected surveys is displayed first, followed by the range of minimum and maximum survey dates selected by the user. Then, the total number of selected weekdays and weekend days in the selected set of surveys are show. Finally, the number of survey days that have been manually removed from the selected set outside of the standard filtering procedure are displayed. TRICS 7.3.4 120117 B17.46 (C) 2017 TRICS Consortium Ltd Wednesday 18/01/17 Cheadle2 - Employment Warehousing Page 7 TPi Rocky Lane Aston/Birmingham Licence No: 522501

TRIP RATE for Land Use 02 - EMPLOYMENT/F - WAREHOUSING (COMMERCIAL) OGVS Calculation factor: 100 sqm BOLD print indicates peak (busiest) period

ARRIVALS DEPARTURES TOTALS No. Ave. Trip No. Ave. Trip No. Ave. Trip Time Range Days GFA Rate Days GFA Rate Days GFA Rate 00:00 - 01:00 01:00 - 02:00 02:00 - 03:00 03:00 - 04:00 04:00 - 05:00 05:00 - 06:00 2 12610 0.012 2 12610 0.036 2 12610 0.048 06:00 - 07:00 2 12610 0.032 2 12610 0.056 2 12610 0.088 07:00 - 08:00 9 25848 0.016 9 25848 0.015 9 25848 0.031 08:00 - 09:00 9 25848 0.016 9 25848 0.016 9 25848 0.032 09:00 - 10:00 9 25848 0.019 9 25848 0.019 9 25848 0.038 10:00 - 11:00 9 25848 0.023 9 25848 0.019 9 25848 0.042 11:00 - 12:00 9 25848 0.021 9 25848 0.023 9 25848 0.044 12:00 - 13:00 9 25848 0.018 9 25848 0.016 9 25848 0.034 13:00 - 14:00 9 25848 0.022 9 25848 0.014 9 25848 0.036 14:00 - 15:00 9 25848 0.024 9 25848 0.014 9 25848 0.038 15:00 - 16:00 9 25848 0.025 9 25848 0.017 9 25848 0.042 16:00 - 17:00 9 25848 0.021 9 25848 0.012 9 25848 0.033 17:00 - 18:00 9 25848 0.010 9 25848 0.014 9 25848 0.024 18:00 - 19:00 9 25848 0.004 9 25848 0.013 9 25848 0.017 19:00 - 20:00 2 12610 0.016 2 12610 0.044 2 12610 0.060 20:00 - 21:00 2 12610 0.012 2 12610 0.036 2 12610 0.048 21:00 - 22:00 1 22270 0.027 1 22270 0.004 1 22270 0.031 22:00 - 23:00 23:00 - 24:00 Total Rates: 0.318 0.368 0.686

This section displays the trip rate results based on the selected set of surveys and the selected count type (shown just above the table). It is split by three main columns, representing arrivals trips, departures trips, and total trips (arrivals plus departures). Within each of these main columns are three sub-columns. These display the number of survey days where count data is included (per time period), the average value of the selected trip rate calculation parameter (per time period), and the trip rate result (per time period). Total trip rates (the sum of the column) are also displayed at the foot of the table.

To obtain a trip rate, the average (mean) trip rate parameter value (TRP) is first calculated for all selected survey days that have count data available for the stated time period. The average (mean) number of arrivals, departures or totals (whichever applies) is also calculated (COUNT) for all selected survey days that have count data available for the stated time period. Then, the average count is divided by the average trip rate parameter value, and multiplied by the stated calculation factor (shown just above the table and abbreviated here as FACT). So, the method is: COUNT/TRP*FACT. Trip rates are then rounded to 3 decimal places.

Parameter summary

Trip rate parameter range selected: 1200 - 80066 (units: sqm) Survey date date range: 01/01/06 - 13/01/17 Number of weekdays (Monday-Friday): 9 Number of Saturdays: 0 Number of Sundays: 0 Surveys automatically removed from selection: 0 Surveys manually removed from selection: 0

This section displays a quick summary of some of the data filtering selections made by the TRICS® user. The trip rate calculation parameter range of all selected surveys is displayed first, followed by the range of minimum and maximum survey dates selected by the user. Then, the total number of selected weekdays and weekend days in the selected set of surveys are show. Finally, the number of survey days that have been manually removed from the selected set outside of the standard filtering procedure are displayed. TRICS 7.3.4 120117 B17.46 (C) 2017 TRICS Consortium Ltd Wednesday 18/01/17 Cheadle2 - Employment Warehousing Page 8 TPi Rocky Lane Aston/Birmingham Licence No: 522501

TRIP RATE for Land Use 02 - EMPLOYMENT/F - WAREHOUSING (COMMERCIAL) PSVS Calculation factor: 100 sqm BOLD print indicates peak (busiest) period

ARRIVALS DEPARTURES TOTALS No. Ave. Trip No. Ave. Trip No. Ave. Trip Time Range Days GFA Rate Days GFA Rate Days GFA Rate 00:00 - 01:00 01:00 - 02:00 02:00 - 03:00 03:00 - 04:00 04:00 - 05:00 05:00 - 06:00 2 12610 0.000 2 12610 0.000 2 12610 0.000 06:00 - 07:00 2 12610 0.000 2 12610 0.000 2 12610 0.000 07:00 - 08:00 9 25848 0.000 9 25848 0.000 9 25848 0.000 08:00 - 09:00 9 25848 0.000 9 25848 0.000 9 25848 0.000 09:00 - 10:00 9 25848 0.000 9 25848 0.000 9 25848 0.000 10:00 - 11:00 9 25848 0.000 9 25848 0.000 9 25848 0.000 11:00 - 12:00 9 25848 0.000 9 25848 0.000 9 25848 0.000 12:00 - 13:00 9 25848 0.000 9 25848 0.000 9 25848 0.000 13:00 - 14:00 9 25848 0.000 9 25848 0.000 9 25848 0.000 14:00 - 15:00 9 25848 0.000 9 25848 0.000 9 25848 0.000 15:00 - 16:00 9 25848 0.000 9 25848 0.000 9 25848 0.000 16:00 - 17:00 9 25848 0.000 9 25848 0.000 9 25848 0.000 17:00 - 18:00 9 25848 0.000 9 25848 0.000 9 25848 0.000 18:00 - 19:00 9 25848 0.000 9 25848 0.000 9 25848 0.000 19:00 - 20:00 2 12610 0.000 2 12610 0.000 2 12610 0.000 20:00 - 21:00 2 12610 0.000 2 12610 0.000 2 12610 0.000 21:00 - 22:00 1 22270 0.000 1 22270 0.000 1 22270 0.000 22:00 - 23:00 23:00 - 24:00 Total Rates: 0.000 0.000 0.000

This section displays the trip rate results based on the selected set of surveys and the selected count type (shown just above the table). It is split by three main columns, representing arrivals trips, departures trips, and total trips (arrivals plus departures). Within each of these main columns are three sub-columns. These display the number of survey days where count data is included (per time period), the average value of the selected trip rate calculation parameter (per time period), and the trip rate result (per time period). Total trip rates (the sum of the column) are also displayed at the foot of the table.

To obtain a trip rate, the average (mean) trip rate parameter value (TRP) is first calculated for all selected survey days that have count data available for the stated time period. The average (mean) number of arrivals, departures or totals (whichever applies) is also calculated (COUNT) for all selected survey days that have count data available for the stated time period. Then, the average count is divided by the average trip rate parameter value, and multiplied by the stated calculation factor (shown just above the table and abbreviated here as FACT). So, the method is: COUNT/TRP*FACT. Trip rates are then rounded to 3 decimal places.

Parameter summary

Trip rate parameter range selected: 1200 - 80066 (units: sqm) Survey date date range: 01/01/06 - 13/01/17 Number of weekdays (Monday-Friday): 9 Number of Saturdays: 0 Number of Sundays: 0 Surveys automatically removed from selection: 0 Surveys manually removed from selection: 0

This section displays a quick summary of some of the data filtering selections made by the TRICS® user. The trip rate calculation parameter range of all selected surveys is displayed first, followed by the range of minimum and maximum survey dates selected by the user. Then, the total number of selected weekdays and weekend days in the selected set of surveys are show. Finally, the number of survey days that have been manually removed from the selected set outside of the standard filtering procedure are displayed. TRICS 7.3.4 120117 B17.46 (C) 2017 TRICS Consortium Ltd Wednesday 18/01/17 Cheadle2 - Employment Warehousing Page 9 TPi Rocky Lane Aston/Birmingham Licence No: 522501

TRIP RATE for Land Use 02 - EMPLOYMENT/F - WAREHOUSING (COMMERCIAL) CYCLISTS Calculation factor: 100 sqm BOLD print indicates peak (busiest) period

ARRIVALS DEPARTURES TOTALS No. Ave. Trip No. Ave. Trip No. Ave. Trip Time Range Days GFA Rate Days GFA Rate Days GFA Rate 00:00 - 01:00 01:00 - 02:00 02:00 - 03:00 03:00 - 04:00 04:00 - 05:00 05:00 - 06:00 2 12610 0.000 2 12610 0.000 2 12610 0.000 06:00 - 07:00 2 12610 0.004 2 12610 0.000 2 12610 0.004 07:00 - 08:00 9 25848 0.004 9 25848 0.000 9 25848 0.004 08:00 - 09:00 9 25848 0.001 9 25848 0.000 9 25848 0.001 09:00 - 10:00 9 25848 0.002 9 25848 0.000 9 25848 0.002 10:00 - 11:00 9 25848 0.000 9 25848 0.002 9 25848 0.002 11:00 - 12:00 9 25848 0.000 9 25848 0.002 9 25848 0.002 12:00 - 13:00 9 25848 0.001 9 25848 0.002 9 25848 0.003 13:00 - 14:00 9 25848 0.009 9 25848 0.010 9 25848 0.019 14:00 - 15:00 9 25848 0.001 9 25848 0.008 9 25848 0.009 15:00 - 16:00 9 25848 0.003 9 25848 0.004 9 25848 0.007 16:00 - 17:00 9 25848 0.000 9 25848 0.003 9 25848 0.003 17:00 - 18:00 9 25848 0.000 9 25848 0.004 9 25848 0.004 18:00 - 19:00 9 25848 0.001 9 25848 0.003 9 25848 0.004 19:00 - 20:00 2 12610 0.000 2 12610 0.000 2 12610 0.000 20:00 - 21:00 2 12610 0.000 2 12610 0.000 2 12610 0.000 21:00 - 22:00 1 22270 0.000 1 22270 0.000 1 22270 0.000 22:00 - 23:00 23:00 - 24:00 Total Rates: 0.026 0.038 0.064

This section displays the trip rate results based on the selected set of surveys and the selected count type (shown just above the table). It is split by three main columns, representing arrivals trips, departures trips, and total trips (arrivals plus departures). Within each of these main columns are three sub-columns. These display the number of survey days where count data is included (per time period), the average value of the selected trip rate calculation parameter (per time period), and the trip rate result (per time period). Total trip rates (the sum of the column) are also displayed at the foot of the table.

To obtain a trip rate, the average (mean) trip rate parameter value (TRP) is first calculated for all selected survey days that have count data available for the stated time period. The average (mean) number of arrivals, departures or totals (whichever applies) is also calculated (COUNT) for all selected survey days that have count data available for the stated time period. Then, the average count is divided by the average trip rate parameter value, and multiplied by the stated calculation factor (shown just above the table and abbreviated here as FACT). So, the method is: COUNT/TRP*FACT. Trip rates are then rounded to 3 decimal places.

Parameter summary

Trip rate parameter range selected: 1200 - 80066 (units: sqm) Survey date date range: 01/01/06 - 13/01/17 Number of weekdays (Monday-Friday): 9 Number of Saturdays: 0 Number of Sundays: 0 Surveys automatically removed from selection: 0 Surveys manually removed from selection: 0

This section displays a quick summary of some of the data filtering selections made by the TRICS® user. The trip rate calculation parameter range of all selected surveys is displayed first, followed by the range of minimum and maximum survey dates selected by the user. Then, the total number of selected weekdays and weekend days in the selected set of surveys are show. Finally, the number of survey days that have been manually removed from the selected set outside of the standard filtering procedure are displayed. Project Name Cheadle Town Centre – Phase 2 Document Title Transport Study Report

Appendix D.6 TRICS Report – Education Trip Rates

Doc. Ref.:COSTCDT6573 /Rep 002 Rev. FINAL - L - Issued: April 2017 TRICS 7.3.4 120117 B17.46 (C) 2017 TRICS Consortium Ltd Friday 03/02/17 Page 1 TPi Rocky Lane Aston/Birmingham Licence No: 522501

Calculation Reference: AUDIT-522501-170203-0228 TRIP RATE CALCULATION SELECTION PARAMETERS:

Land Use : 04 - EDUCATION Category : A - PRIMARY VEHICLES

Selected regions and areas: 02 SOUTH EAST BU BUCKINGHAMSHIRE 1 days 03 SOUTH WEST BR BRISTOL CITY 1 days 04 EAST ANGLIA SF SUFFOLK 1 days 06 WEST MIDLANDS WM WEST MIDLANDS 1 days 08 NORTH WEST CH CHESHIRE 1 days

This section displays the number of survey days per TRICS® sub-region in the selected set

Secondary Filtering selection:

This data displays the chosen trip rate parameter and its selected range. Only sites that fall within the parameter range are included in the trip rate calculation.

Parameter: Number of pupils Actual Range: 208 to 234 (units: ) Range Selected by User: 150 to 247 (units: )

Public Transport Provision: Selection by: Include all surveys

Date Range: 01/01/08 to 31/01/17

This data displays the range of survey dates selected. Only surveys that were conducted within this date range are included in the trip rate calculation.

Selected survey days: Monday 1 days Tuesday 2 days Wednesday 2 days

This data displays the number of selected surveys by day of the week.

Selected survey types: Manual count 5 days Directional ATC Count 0 days

This data displays the number of manual classified surveys and the number of unclassified ATC surveys, the total adding up to the overall number of surveys in the selected set. Manual surveys are undertaken using staff, whilst ATC surveys are undertaking using machines.

Selected Locations: Edge of Town 3 Neighbourhood Centre (PPS6 Local Centre) 2

This data displays the number of surveys per main location category within the selected set. The main location categories consist of Free Standing, Edge of Town, Suburban Area, Neighbourhood Centre, Edge of Town Centre, Town Centre and Not Known.

Selected Location Sub Categories: Residential Zone 4 Village 1

This data displays the number of surveys per location sub-category within the selected set. The location sub-categories consist of Commercial Zone, Industrial Zone, Development Zone, Residential Zone, Retail Zone, Built-Up Zone, Village, Out of Town, High Street and No Sub Category. TRICS 7.3.4 120117 B17.46 (C) 2017 TRICS Consortium Ltd Friday 03/02/17 Page 2 TPi Rocky Lane Aston/Birmingham Licence No: 522501

Secondary Filtering selection:

Use Class: D 1 5 days

This data displays the number of surveys per Use Class classification within the selected set. The Use Classes Order 2005 has been used for this purpose, which can be found within the Library module of TRICS®.

Population within 1 mile: 5,001 to 10,000 1 days 15,001 to 20,000 2 days 20,001 to 25,000 2 days

This data displays the number of selected surveys within stated 1-mile radii of population.

Population within 5 miles: 75,001 to 100,000 2 days 125,001 to 250,000 1 days 250,001 to 500,000 2 days

This data displays the number of selected surveys within stated 5-mile radii of population.

Car ownership within 5 miles: 1.1 to 1.5 5 days

This data displays the number of selected surveys within stated ranges of average cars owned per residential dwelling, within a radius of 5-miles of selected survey sites.

Travel Plan: Yes 2 days No 3 days

This data displays the number of surveys within the selected set that were undertaken at sites with Travel Plans in place, and the number of surveys that were undertaken at sites without Travel Plans.

PTAL Rating: No PTAL Present 5 days

This data displays the number of selected surveys with PTAL Ratings. TRICS 7.3.4 120117 B17.46 (C) 2017 TRICS Consortium Ltd Friday 03/02/17 Page 3 TPi Rocky Lane Aston/Birmingham Licence No: 522501

LIST OF SITES relevant to selection parameters

1 BR-04-A-01 PRIMARY SCHOOL BRISTOL CITY SCHOOL CLOSE WHITCHURCH BRISTOL Edge of Town Residential Zone Total Number of pupils: 2 0 8 Survey date: TUESDAY 22/09/15 Survey Type: MANUAL 2 BU-04-A-01 PRIMARY SCHOOL BUCKINGHAMSHIRE LOWER ROAD STOKE MANDEVILLE NEAR AYLESBURY Neighbourhood Centre (PPS6 Local Centre) Village Total Number of pupils: 2 0 8 Survey date: WEDNESDAY 01/10/14 Survey Type: MANUAL 3 CH-04-A-01 PRIMARY SCHOOL CHESHIRE WESTON GROVE UPTON CHESTER Edge of Town Residential Zone Total Number of pupils: 2 1 9 Survey date: MONDAY 17/11/14 Survey Type: MANUAL 4 SF-04-A-03 PRIMARY SCHOOL SUFFOLK ENSTONE ROAD KIRKLEY LOWESTOFT Neighbourhood Centre (PPS6 Local Centre) Residential Zone Total Number of pupils: 2 3 4 Survey date: WEDNESDAY 10/12/14 Survey Type: MANUAL 5 WM-04-A-02 PRIMARY SCHOOL WEST MIDLANDS HAZEL ROAD RUBERY BIRMINGHAM Edge of Town Residential Zone Total Number of pupils: 2 3 4 Survey date: TUESDAY 10/11/15 Survey Type: MANUAL

This section provides a list of all survey sites and days in the selected set. For each individual survey site, it displays a unique site reference code and site address, the selected trip rate calculation parameter and its value, the day of the week and date of each survey, and whether the survey was a manual classified count or an ATC count. TRICS 7.3.4 120117 B17.46 (C) 2017 TRICS Consortium Ltd Friday 03/02/17 Page 4 TPi Rocky Lane Aston/Birmingham Licence No: 522501

TRIP RATE for Land Use 04 - EDUCATION/A - PRIMARY VEHICLES Calculation factor: 1 PUPILS BOLD print indicates peak (busiest) period

ARRIVALS DEPARTURES TOTALS No. Ave. Trip No. Ave. Trip No. Ave. Trip Time Range Days PUPILS Rate Days PUPILS Rate Days PUPILS Rate 00:00 - 01:00 01:00 - 02:00 02:00 - 03:00 03:00 - 04:00 04:00 - 05:00 05:00 - 06:00 06:00 - 07:00 07:00 - 08:00 5 221 0.064 5 221 0.015 5 221 0.079 08:00 - 09:00 5 221 0.253 5 221 0.189 5 221 0.442 09:00 - 10:00 5 221 0.036 5 221 0.055 5 221 0.091 10:00 - 11:00 5 221 0.013 5 221 0.015 5 221 0.028 11:00 - 12:00 5 221 0.027 5 221 0.020 5 221 0.047 12:00 - 13:00 5 221 0.034 5 221 0.040 5 221 0.074 13:00 - 14:00 5 221 0.029 5 221 0.039 5 221 0.068 14:00 - 15:00 5 221 0.074 5 221 0.017 5 221 0.091 15:00 - 16:00 5 221 0.132 5 221 0.218 5 221 0.350 16:00 - 17:00 5 221 0.070 5 221 0.080 5 221 0.150 17:00 - 18:00 5 221 0.015 5 221 0.053 5 221 0.068 18:00 - 19:00 5 221 0.001 5 221 0.007 5 221 0.008 19:00 - 20:00 20:00 - 21:00 21:00 - 22:00 22:00 - 23:00 23:00 - 24:00 Total Rates: 0.748 0.748 1.496

This section displays the trip rate results based on the selected set of surveys and the selected count type (shown just above the table). It is split by three main columns, representing arrivals trips, departures trips, and total trips (arrivals plus departures). Within each of these main columns are three sub-columns. These display the number of survey days where count data is included (per time period), the average value of the selected trip rate calculation parameter (per time period), and the trip rate result (per time period). Total trip rates (the sum of the column) are also displayed at the foot of the table.

To obtain a trip rate, the average (mean) trip rate parameter value (TRP) is first calculated for all selected survey days that have count data available for the stated time period. The average (mean) number of arrivals, departures or totals (whichever applies) is also calculated (COUNT) for all selected survey days that have count data available for the stated time period. Then, the average count is divided by the average trip rate parameter value, and multiplied by the stated calculation factor (shown just above the table and abbreviated here as FACT). So, the method is: COUNT/TRP*FACT. Trip rates are then rounded to 3 decimal places.

Parameter summary

Trip rate parameter range selected: 208 - 234 (units: ) Survey date date range: 01/01/08 - 31/01/17 Number of weekdays (Monday-Friday): 5 Number of Saturdays: 0 Number of Sundays: 0 Surveys automatically removed from selection: 0 Surveys manually removed from selection: 0

This section displays a quick summary of some of the data filtering selections made by the TRICS® user. The trip rate calculation parameter range of all selected surveys is displayed first, followed by the range of minimum and maximum survey dates selected by the user. Then, the total number of selected weekdays and weekend days in the selected set of surveys are show. Finally, the number of survey days that have been manually removed from the selected set outside of the standard filtering procedure are displayed. TRICS 7.3.4 120117 B17.46 (C) 2017 TRICS Consortium Ltd Friday 03/02/17 Page 5 TPi Rocky Lane Aston/Birmingham Licence No: 522501

TRIP RATE for Land Use 04 - EDUCATION/A - PRIMARY TAXIS Calculation factor: 1 PUPILS BOLD print indicates peak (busiest) period

ARRIVALS DEPARTURES TOTALS No. Ave. Trip No. Ave. Trip No. Ave. Trip Time Range Days PUPILS Rate Days PUPILS Rate Days PUPILS Rate 00:00 - 01:00 01:00 - 02:00 02:00 - 03:00 03:00 - 04:00 04:00 - 05:00 05:00 - 06:00 06:00 - 07:00 07:00 - 08:00 5 221 0.001 5 221 0.000 5 221 0.001 08:00 - 09:00 5 221 0.009 5 221 0.010 5 221 0.019 09:00 - 10:00 5 221 0.000 5 221 0.000 5 221 0.000 10:00 - 11:00 5 221 0.000 5 221 0.000 5 221 0.000 11:00 - 12:00 5 221 0.000 5 221 0.000 5 221 0.000 12:00 - 13:00 5 221 0.000 5 221 0.000 5 221 0.000 13:00 - 14:00 5 221 0.000 5 221 0.000 5 221 0.000 14:00 - 15:00 5 221 0.002 5 221 0.000 5 221 0.002 15:00 - 16:00 5 221 0.005 5 221 0.007 5 221 0.012 16:00 - 17:00 5 221 0.000 5 221 0.000 5 221 0.000 17:00 - 18:00 5 221 0.000 5 221 0.000 5 221 0.000 18:00 - 19:00 5 221 0.000 5 221 0.000 5 221 0.000 19:00 - 20:00 20:00 - 21:00 21:00 - 22:00 22:00 - 23:00 23:00 - 24:00 Total Rates: 0.017 0.017 0.034

This section displays the trip rate results based on the selected set of surveys and the selected count type (shown just above the table). It is split by three main columns, representing arrivals trips, departures trips, and total trips (arrivals plus departures). Within each of these main columns are three sub-columns. These display the number of survey days where count data is included (per time period), the average value of the selected trip rate calculation parameter (per time period), and the trip rate result (per time period). Total trip rates (the sum of the column) are also displayed at the foot of the table.

To obtain a trip rate, the average (mean) trip rate parameter value (TRP) is first calculated for all selected survey days that have count data available for the stated time period. The average (mean) number of arrivals, departures or totals (whichever applies) is also calculated (COUNT) for all selected survey days that have count data available for the stated time period. Then, the average count is divided by the average trip rate parameter value, and multiplied by the stated calculation factor (shown just above the table and abbreviated here as FACT). So, the method is: COUNT/TRP*FACT. Trip rates are then rounded to 3 decimal places.

Parameter summary

Trip rate parameter range selected: 208 - 234 (units: ) Survey date date range: 01/01/08 - 31/01/17 Number of weekdays (Monday-Friday): 5 Number of Saturdays: 0 Number of Sundays: 0 Surveys automatically removed from selection: 0 Surveys manually removed from selection: 0

This section displays a quick summary of some of the data filtering selections made by the TRICS® user. The trip rate calculation parameter range of all selected surveys is displayed first, followed by the range of minimum and maximum survey dates selected by the user. Then, the total number of selected weekdays and weekend days in the selected set of surveys are show. Finally, the number of survey days that have been manually removed from the selected set outside of the standard filtering procedure are displayed. TRICS 7.3.4 120117 B17.46 (C) 2017 TRICS Consortium Ltd Friday 03/02/17 Page 6 TPi Rocky Lane Aston/Birmingham Licence No: 522501

TRIP RATE for Land Use 04 - EDUCATION/A - PRIMARY OGVS Calculation factor: 1 PUPILS BOLD print indicates peak (busiest) period

ARRIVALS DEPARTURES TOTALS No. Ave. Trip No. Ave. Trip No. Ave. Trip Time Range Days PUPILS Rate Days PUPILS Rate Days PUPILS Rate 00:00 - 01:00 01:00 - 02:00 02:00 - 03:00 03:00 - 04:00 04:00 - 05:00 05:00 - 06:00 06:00 - 07:00 07:00 - 08:00 5 221 0.000 5 221 0.000 5 221 0.000 08:00 - 09:00 5 221 0.000 5 221 0.000 5 221 0.000 09:00 - 10:00 5 221 0.000 5 221 0.000 5 221 0.000 10:00 - 11:00 5 221 0.000 5 221 0.000 5 221 0.000 11:00 - 12:00 5 221 0.002 5 221 0.002 5 221 0.004 12:00 - 13:00 5 221 0.002 5 221 0.002 5 221 0.004 13:00 - 14:00 5 221 0.000 5 221 0.000 5 221 0.000 14:00 - 15:00 5 221 0.000 5 221 0.000 5 221 0.000 15:00 - 16:00 5 221 0.000 5 221 0.000 5 221 0.000 16:00 - 17:00 5 221 0.000 5 221 0.000 5 221 0.000 17:00 - 18:00 5 221 0.000 5 221 0.000 5 221 0.000 18:00 - 19:00 5 221 0.000 5 221 0.000 5 221 0.000 19:00 - 20:00 20:00 - 21:00 21:00 - 22:00 22:00 - 23:00 23:00 - 24:00 Total Rates: 0.004 0.004 0.008

This section displays the trip rate results based on the selected set of surveys and the selected count type (shown just above the table). It is split by three main columns, representing arrivals trips, departures trips, and total trips (arrivals plus departures). Within each of these main columns are three sub-columns. These display the number of survey days where count data is included (per time period), the average value of the selected trip rate calculation parameter (per time period), and the trip rate result (per time period). Total trip rates (the sum of the column) are also displayed at the foot of the table.

To obtain a trip rate, the average (mean) trip rate parameter value (TRP) is first calculated for all selected survey days that have count data available for the stated time period. The average (mean) number of arrivals, departures or totals (whichever applies) is also calculated (COUNT) for all selected survey days that have count data available for the stated time period. Then, the average count is divided by the average trip rate parameter value, and multiplied by the stated calculation factor (shown just above the table and abbreviated here as FACT). So, the method is: COUNT/TRP*FACT. Trip rates are then rounded to 3 decimal places.

Parameter summary

Trip rate parameter range selected: 208 - 234 (units: ) Survey date date range: 01/01/08 - 31/01/17 Number of weekdays (Monday-Friday): 5 Number of Saturdays: 0 Number of Sundays: 0 Surveys automatically removed from selection: 0 Surveys manually removed from selection: 0

This section displays a quick summary of some of the data filtering selections made by the TRICS® user. The trip rate calculation parameter range of all selected surveys is displayed first, followed by the range of minimum and maximum survey dates selected by the user. Then, the total number of selected weekdays and weekend days in the selected set of surveys are show. Finally, the number of survey days that have been manually removed from the selected set outside of the standard filtering procedure are displayed. TRICS 7.3.4 120117 B17.46 (C) 2017 TRICS Consortium Ltd Friday 03/02/17 Page 7 TPi Rocky Lane Aston/Birmingham Licence No: 522501

TRIP RATE for Land Use 04 - EDUCATION/A - PRIMARY PSVS Calculation factor: 1 PUPILS BOLD print indicates peak (busiest) period

ARRIVALS DEPARTURES TOTALS No. Ave. Trip No. Ave. Trip No. Ave. Trip Time Range Days PUPILS Rate Days PUPILS Rate Days PUPILS Rate 00:00 - 01:00 01:00 - 02:00 02:00 - 03:00 03:00 - 04:00 04:00 - 05:00 05:00 - 06:00 06:00 - 07:00 07:00 - 08:00 5 221 0.000 5 221 0.000 5 221 0.000 08:00 - 09:00 5 221 0.001 5 221 0.001 5 221 0.002 09:00 - 10:00 5 221 0.000 5 221 0.000 5 221 0.000 10:00 - 11:00 5 221 0.000 5 221 0.000 5 221 0.000 11:00 - 12:00 5 221 0.000 5 221 0.000 5 221 0.000 12:00 - 13:00 5 221 0.000 5 221 0.000 5 221 0.000 13:00 - 14:00 5 221 0.000 5 221 0.000 5 221 0.000 14:00 - 15:00 5 221 0.000 5 221 0.000 5 221 0.000 15:00 - 16:00 5 221 0.002 5 221 0.002 5 221 0.004 16:00 - 17:00 5 221 0.000 5 221 0.000 5 221 0.000 17:00 - 18:00 5 221 0.000 5 221 0.000 5 221 0.000 18:00 - 19:00 5 221 0.000 5 221 0.000 5 221 0.000 19:00 - 20:00 20:00 - 21:00 21:00 - 22:00 22:00 - 23:00 23:00 - 24:00 Total Rates: 0.003 0.003 0.006

This section displays the trip rate results based on the selected set of surveys and the selected count type (shown just above the table). It is split by three main columns, representing arrivals trips, departures trips, and total trips (arrivals plus departures). Within each of these main columns are three sub-columns. These display the number of survey days where count data is included (per time period), the average value of the selected trip rate calculation parameter (per time period), and the trip rate result (per time period). Total trip rates (the sum of the column) are also displayed at the foot of the table.

To obtain a trip rate, the average (mean) trip rate parameter value (TRP) is first calculated for all selected survey days that have count data available for the stated time period. The average (mean) number of arrivals, departures or totals (whichever applies) is also calculated (COUNT) for all selected survey days that have count data available for the stated time period. Then, the average count is divided by the average trip rate parameter value, and multiplied by the stated calculation factor (shown just above the table and abbreviated here as FACT). So, the method is: COUNT/TRP*FACT. Trip rates are then rounded to 3 decimal places.

Parameter summary

Trip rate parameter range selected: 208 - 234 (units: ) Survey date date range: 01/01/08 - 31/01/17 Number of weekdays (Monday-Friday): 5 Number of Saturdays: 0 Number of Sundays: 0 Surveys automatically removed from selection: 0 Surveys manually removed from selection: 0

This section displays a quick summary of some of the data filtering selections made by the TRICS® user. The trip rate calculation parameter range of all selected surveys is displayed first, followed by the range of minimum and maximum survey dates selected by the user. Then, the total number of selected weekdays and weekend days in the selected set of surveys are show. Finally, the number of survey days that have been manually removed from the selected set outside of the standard filtering procedure are displayed. TRICS 7.3.4 120117 B17.46 (C) 2017 TRICS Consortium Ltd Friday 03/02/17 Page 8 TPi Rocky Lane Aston/Birmingham Licence No: 522501

TRIP RATE for Land Use 04 - EDUCATION/A - PRIMARY CYCLISTS Calculation factor: 1 PUPILS BOLD print indicates peak (busiest) period

ARRIVALS DEPARTURES TOTALS No. Ave. Trip No. Ave. Trip No. Ave. Trip Time Range Days PUPILS Rate Days PUPILS Rate Days PUPILS Rate 00:00 - 01:00 01:00 - 02:00 02:00 - 03:00 03:00 - 04:00 04:00 - 05:00 05:00 - 06:00 06:00 - 07:00 07:00 - 08:00 5 221 0.002 5 221 0.000 5 221 0.002 08:00 - 09:00 5 221 0.005 5 221 0.004 5 221 0.009 09:00 - 10:00 5 221 0.000 5 221 0.000 5 221 0.000 10:00 - 11:00 5 221 0.000 5 221 0.000 5 221 0.000 11:00 - 12:00 5 221 0.000 5 221 0.000 5 221 0.000 12:00 - 13:00 5 221 0.000 5 221 0.000 5 221 0.000 13:00 - 14:00 5 221 0.000 5 221 0.000 5 221 0.000 14:00 - 15:00 5 221 0.001 5 221 0.000 5 221 0.001 15:00 - 16:00 5 221 0.004 5 221 0.003 5 221 0.007 16:00 - 17:00 5 221 0.002 5 221 0.002 5 221 0.004 17:00 - 18:00 5 221 0.000 5 221 0.000 5 221 0.000 18:00 - 19:00 5 221 0.000 5 221 0.002 5 221 0.002 19:00 - 20:00 20:00 - 21:00 21:00 - 22:00 22:00 - 23:00 23:00 - 24:00 Total Rates: 0.014 0.011 0.025

This section displays the trip rate results based on the selected set of surveys and the selected count type (shown just above the table). It is split by three main columns, representing arrivals trips, departures trips, and total trips (arrivals plus departures). Within each of these main columns are three sub-columns. These display the number of survey days where count data is included (per time period), the average value of the selected trip rate calculation parameter (per time period), and the trip rate result (per time period). Total trip rates (the sum of the column) are also displayed at the foot of the table.

To obtain a trip rate, the average (mean) trip rate parameter value (TRP) is first calculated for all selected survey days that have count data available for the stated time period. The average (mean) number of arrivals, departures or totals (whichever applies) is also calculated (COUNT) for all selected survey days that have count data available for the stated time period. Then, the average count is divided by the average trip rate parameter value, and multiplied by the stated calculation factor (shown just above the table and abbreviated here as FACT). So, the method is: COUNT/TRP*FACT. Trip rates are then rounded to 3 decimal places.

Parameter summary

Trip rate parameter range selected: 208 - 234 (units: ) Survey date date range: 01/01/08 - 31/01/17 Number of weekdays (Monday-Friday): 5 Number of Saturdays: 0 Number of Sundays: 0 Surveys automatically removed from selection: 0 Surveys manually removed from selection: 0

This section displays a quick summary of some of the data filtering selections made by the TRICS® user. The trip rate calculation parameter range of all selected surveys is displayed first, followed by the range of minimum and maximum survey dates selected by the user. Then, the total number of selected weekdays and weekend days in the selected set of surveys are show. Finally, the number of survey days that have been manually removed from the selected set outside of the standard filtering procedure are displayed. Project Name Cheadle Town Centre – Phase 2 Document Title Transport Study Report

Appendix E.1 2011 Journey to Work Census Data Trips

Doc. Ref.:COSTCDT6573 /Rep 002 Rev. FINAL - M - Issued: April 2017 WF01BEW - Location of usual residence and place of work (OA level) ONS Crown Copyright Reserved [from Nomis on 23 January 2017] population All usual residents ages 16 and over in employment the week before the census units Persons date 2011

currently residing in

E01029782 : E01029781 : E01029783 : E01029786 : E01029787 : E01029784 : E01029785 : Staffordshire Staffordshire Staffordshire Staffordshire Staffordshire Staffordshire Staffordshire Moorlands 010B Moorlands 011A Moorlands 011B Moorlands 011C Moorlands 011D Moorlands 013A Moorlands 013B place of work : 2011 Percentage of Total Trips to census merged local Cheadle North East Cheadle North East Cheadle South East Cheadle West Cheadle West Cheadle South East Cheadle West trips to destination authority district destination Birmingham 0 2 1 0 4 3 2 12 0% 0.4% 1% Bromsgrove 0 0 0 2 0 0 1 3 0% 0.1% Cannock Chase 2 1 3 1 0 3 2 12 0% 0.4% 1% Coventry 0 0 0 0 2 1 0 3 0% 0.1% Dudley 1 1 1 1 0 1 2 7 0% 0.2% East Staffordshire 102 72 59 58 63 86 80 520 12% 17.4% 17% Herefordshire, County of 0 0 0 0 0 0 0 0 0% 0.0% Lichfield 3 1 0 2 2 5 3 16 0% 0.5% Malvern Hills 0 0 0 0 0 0 0 0 0% 0.0% Newcastle-under-Lyme 22 17 18 22 21 31 32 163 4% 5.4% 6% North Warwickshire 0 0 0 0 0 1 0 1 0% 0.0% Nuneaton and Bedworth 0 0 0 1 0 0 1 2 0% 0.1% Redditch 0 0 0 0 0 0 0 0 0% 0.0% Rugby 0 0 0 0 0 0 0 0 0% 0.0% Sandwell 0 0 0 2 0 2 0 4 0% 0.1% Shropshire 0 0 1 0 1 2 2 6 0% 0.2% Solihull 2 2 0 1 0 0 2 7 0% 0.2% South Staffordshire 2 0 2 2 1 1 1 9 0% 0.3% Stafford 32 43 22 49 40 63 57 306 7% 10.2% 10% Staffordshire Moorlands 400 362 306 302 305 396 360 2431 54% 30.5% 31% Stoke-on-Trent 122 104 87 150 117 199 196 975 22% 32.5% 33% Stratford-on-Avon 0 0 0 0 0 0 0 0 0% 0.0% Tamworth 0 1 0 1 3 0 0 5 0% 0.2% Telford and Wrekin 3 0 1 1 0 2 1 8 0% 0.3% Walsall 2 1 0 1 0 1 0 5 0% 0.2% Warwick 1 0 0 1 1 0 0 3 0% 0.1% Wolverhampton 1 1 2 7 1 2 3 17 0% 0.6% 1% Worcester 0 0 0 0 0 0 0 0 0% 0.0% Wychavon 0 0 0 0 0 0 0 0 0% 0.0% Wyre Forest 0 0 0 0 0 0 0 0 0% 0.0% 4,515 100% 100%

Cheadle 264 252 190 174 193 225 220 1,518 62%

913 38%

2,997

Appendix E.1 March 2017 Cheadle Town Centre Study COSTCDT6573 Journey To Work Census Data into Cheadle Project Name Cheadle Town Centre – Phase 2 Document Title Transport Study Report

Appendix E.2 Total Committed Development Trips – Inbound and Outbound for AM and PM

Doc. Ref.:COSTCDT6573 /Rep 002 Rev. FINAL - N - Issued: April 2017 AM PM AM PM IN 5 14 IN CH020 CH132 10 27 OUT 15 8 OUT 28 16

AM PM School Site in IN 53 28 CH132 OUT 40 46

AM PM IN CH004 5 14 OUT 15 8

AM PM IN CH001 31 81 OUT 84 48

AM PM IN 100 149 TOTAL OUT 166 118

AM PM IN 4 11 CH015 OUT 11 6

AM PM AM PM IN 7 17 CH013 IN 2 5 OUT 18 10 CH009 OUT 6 3

AM PM IN CH024 6 15 OUT 16 9

AM PM IN 12 31 TOTAL OUT 33 19

AM PM AM PM IN 16 40 CH085a IN LIGHT VEHICLES HEAVY GOODS VEHICLES 3 9 OUT 42 24 CH002a OUT 9 5 AM PM AM PM IN 112 18 IN 12 2 AM PM EM1 CH127 EM1 CH127 AM PM OUT 30 91 OUT 3 10 IN 9 24 CH085b IN 5 14 OUT 25 14 CH002b OUT 15 8 AM PM AM PM IN 87 14 IN 10 2 EM2 CH019 EM2 CH019 AM PM AM PM OUT 23 70 OUT 3 8 IN IN 9 23 CH085c 16 42 TOTAL OUT 44 25 OUT 24 14 AM PM AM PM IN 199 33 IN 22 4 TOTAL TOTAL OUT 53 161 OUT 6 18 AM PM IN CH085d 12 32 AM PM OUT 33 19 IN 221 36 TOTAL OUT 58 179 AM PM IN 3 7 CH128 OUT 7 4

AM PM IN 56 144 TOTAL OUT 151 86

Appendix E.2 March 2017 Cheadle Town Centre Study COSTCDT6573 Census Data Trip Numbers Project Name Cheadle Town Centre – Phase 2 Document Title Transport Study Report

Appendix E.3 Total Committed Development Trips – Route Choices in Direction of Travel (Inbound and Outbound for AM and PM)

Doc. Ref.:COSTCDT6573 /Rep 002 Rev. FINAL - O - Issued: April 2017 Total trips in / out of Northbound (A521) Westbound (A521) Southbound (A522) Eastbound development site 48% 15% 37% 0%

AM PM AM PM AM PM AM PM AM PM IN 5 14 3 7 1 2 2 5 0 0 CH020 OUT 15 8 7 4 2 1 5 3 0 0

IN 7 17 3 8 1 3 2 6 0 0 CH013 OUT 18 10 8 5 3 1 6 4 0 0

IN 124 20 60 10 19 3 46 8 0 0 EM1 CH127 OUT 33 101 16 48 5 15 12 37 0 0

IN 112 18 54 9 17 3 41 7 0 0 EM1 CH127 (LV) OUT 30 91 14 43 4 14 11 33 0 0

EM1 CH127 IN 12 2 6 1 2 0 5 1 0 0 (HGV) OUT 3 10 2 5 0 2 1 4 0 0

IN 97 16 46 8 14 2 36 6 0 0 EM2 CH019 OUT 26 78 12 38 4 12 9 29 0 0

IN 87 14 42 7 13 2 32 5 0 0 EM2 CH019 (LV) OUT 23 70 11 34 3 11 9 26 0 0

EM2 CH019 IN 10 2 5 1 1 0 4 1 0 0 (HGV) OUT 3 8 1 4 0 1 1 3 0 0

IN 16 40 7 19 2 6 6 15 0 0 CH085a OUT 42 24 20 11 6 4 16 9 0 0

IN 9 24 4 11 1 4 3 9 0 0 CH085b OUT 25 14 12 7 4 2 9 5 0 0

IN 16 42 8 20 2 6 6 16 0 0 CH085c OUT 44 25 21 12 7 4 16 9 0 0

IN 16 32 8 15 2 5 6 12 0 0 CH085d OUT 33 19 16 9 5 3 12 7 0 0

IN 3 7 1 3 0 1 1 2 0 0 CH128 OUT 7 4 3 2 1 1 3 1 0 0

IN 10 27 5 13 2 4 4 10 0 0 CH132 OUT 28 16 13 8 4 2 10 6 0 0

School Site in IN 53 28 26 13 8 4 20 10 0 0 CH132 OUT 40 46 19 22 6 7 15 17 0 0

IN 5 14 3 7 1 2 2 5 0 0 CH004 OUT 15 8 7 4 2 1 5 3 0 0

IN 31 81 15 39 5 12 12 30 0 0 CH001 OUT 84 48 40 23 13 7 31 18 0 0

IN 4 11 2 5 1 2 2 4 0 0 CH015 OUT 11 6 5 3 2 1 4 2 0 0

IN 2 5 1 3 0 1 1 2 0 0 CH009 OUT 6 3 3 2 1 0 2 1 0 0

IN 6 15 3 7 1 2 2 6 0 0 CH024 OUT 16 9 8 4 2 1 6 3 0 0

IN 3 9 2 4 1 1 1 3 0 0 CH002a OUT 9 5 4 2 1 1 3 2 0 0

IN 5 14 3 7 1 2 2 5 0 0 CH002b OUT 15 8 7 4 2 1 5 3 0 0

Appendix E.3 Cheadle Town Centre Study March 2017 Inbound and Outbound Route Choices COSTCDT6573